JP3864920B2 - Hybrid vehicle and power transmission device thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of suppressing reduction of power transmission efficiency due to power circulation while operating an internal combustion engine at a point having high fuel consumption efficiency. <P>SOLUTION: In the hybrid vehicle, a Ravigneaux type planetary gearing mechanism 110 is mounted in a power distribution device 100, a carrier 113c is connected to an engine 200, a sun gear 111s is connected to a motor generator 300, and a sun gear 115s is connected to a motor generator 400 and a driving wheel 500. The hybrid vehicle is provided with a clutch 180 capable of stopping rotation of a ring gear 118r by connection of the ring gear 118r and a fixing end due to engagement between friction materials. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

【００４８】
ここで、Ｎｓ１はサンギヤ１１１ｓの回転数であり、Ｎｃはキャリア１１３ｃの回転数、Ｎｓ２はサンギヤ１１５ｓの回転数であり、Ｎｒはリングギヤ１１８ｒの回転数である。ρ１は、サンギヤ１１１ｓ，１１５ｓ間のギヤ比であり、「ρ１＝サンギヤ１１１ｓの歯数／サンギヤ１１５ｓの歯数」である。ρ２は、サンギヤ１１５ｓとリングギヤ１１８ｒ間のギヤ比であり、「ρ２＝サンギヤ１１５ｓの歯数／リングギヤ１１８ｒの歯数」である。
【００４９】
図３は、ラビニオ式遊星歯車機構１１０の回転状態を示す説明図である。図３は、横軸には、左から順に、サンギヤ１１１ｓ（Ｓ１と記す），リングギヤ１１８ｒ（Ｒと記す），キャリア１１３ｃ（Ｃと記す）およびサンギヤ１１５ｓ（Ｓ２と記す）に対応する座標をとる。これらの各座標間の距離は、Ｓ１−Ｃ間の距離とＣ−Ｓ１間の距離とが（１／ρ１）：１の関係になるように、Ｒ−Ｃ間の距離とＣ−Ｓ２間の距離とがρ２：１の関係になるようにとられている。縦軸には、各座標において各回転要素の回転数をとる。この回転数は、エンジン２００が回転を行う方向を正とする。この回転数が負の場合は、その回転要素が逆回転している状態を表している。これによって、図３は、ラビニオ式遊星歯車機構１１０の共線図を表す。式（２）から明らかな通り、各回転要素の回転数は比例関係にあり、各要素の回転数は、共線図上の動作共線と呼ばれる直線上に並ぶ。それぞれの回転要素に連結されている装置を、これらの回転速度軸の下部に示す。モータジェネレータ３００（ＭＧ１と記す）をサンギヤ１１１ｓ軸の下部に示し、クラッチ１８０（ＣＬＴと記す）をリングギヤ１１８ｒ軸の下部に示し、エンジン２００（ＥＮＧと記す）をキャリア１１３ｃ軸の下部に示し、モータジェネレータ４００（ＭＧ２と記す）および出力軸５１０（ＯＵＴと記す）をサンギヤ１１５ｓ軸の下部に示す。なお、以下、説明を容易なものとするため、ギヤ５１２，５１３およびディファレンシャルギヤ５２０のギヤ比の値は１であるものとして説明する。即ち、駆動輪５００の回転数およびトルクは、サンギヤ１１５ｓの回転数およびトルクと等しいものとする。
【００５０】
第１の実施例におけるハイブリッド車両の動作について説明する。まず、ハイブリッド車両の動作のうち、非連結状態のハイブリッド車両の動作について説明する。この場合、リングギヤ１１８ｒは、クラッチ１８０によって固定端と非連結にされている。よって、リングギヤ１１８ｒは、他の回転要素の回転状態に影響を与えることなく、式（２）から明らかな通り、他の回転要素の回転状態によって回転数Ｎｒが決定される。その結果、この状態のハイブリッド車両は、一般に知られている動力分配手段として１つの遊星歯車機構を備えたハイブリッド車両と同様の動作を行うことが可能である。即ち、この状態のハイブリッド車両は、動力分配手段としてサンギヤ１１１ｓ，１１５ｓ、キャリア１１３ｃの３つの回転要素から成る１つの遊星歯車機構を備えた一般的なハイブリッド車両と同様の動作を行うことができる。
【００５１】
この一般的な動作の運転モードとして、ＥＶ(Electric Vehicle)走行モードやＨＶ(Hybrid Vehicle)走行モードなどがある。ＥＶ走行モードは、モータジェネレータ４００の動力のみで走行する運転モードである。ハイブリッド車両は、低速走行などエンジン２００の燃料消費効率の低い領域では、ＥＶ走行モードで走行を行う。ＨＶ走行モードは、エンジン２００およびモータジェネレータ３００，４００の動力で走行する運転モードである。ＨＶ走行モードでは、エンジン２００が出力する動力を、動力分配装置１００によって分配する。分配された動力の一部は、駆動輪５００に機械的に直接伝達される。その残余の動力は、モータジェネレータ３００，４００によって、動力と電力との変換を介して駆動輪５００に伝達される。これによって、エンジン２００の動力を、要求された回転数およびトルクに変換して駆動輪５００に伝達することができる。これらの動力の伝達経路の割合は、動力制御ユニット６００が、エンジン２００およびモータジェネレータ３００，４００の運転状態を制御することによって、動力の伝達効率が高くなるように決定される。
【００５２】
次に、ＨＶ走行モードにおいて動力循環が発生する循環運転状態について説明する。図３中の直線Ｌ１は、循環運転状態におけるラビニオ式遊星歯車機構１１０の回転状態を示す動作共線である。この状態の各回転要素の回転数は動作共線Ｌ１上に並ぶ。この際、エンジン２００の回転数、即ち、キャリア１１３ｃの回転数はＮｅ１である。ＨＶ走行モードにおいて、式（２）の回転数Ｎｓ１から明らかな通り、「（（１＋ρ１）／ρ１）・Ｎｃ」の値が「（１／ρ１）・Ｎｓ２」の値よりも小さくなる程に回転数Ｎｓ２が高くなると、サンギヤ１１１ｓの回転数Ｎｓ１は負となり逆回転する。つまり、モータジェネレータ３００は、電力の供給を受けて逆転方向に力行する。その際に消費される電力は、モータジェネレータ４００によって回生される。この場合には、下流側に位置するモータジェネレータ４００から、上流側に位置するモータジェネレータ３００に電力が供給されるため、動力循環が発生する循環運転状態となってしまう。この際には、動力循環によって、動力の伝達効率は低下してしまう。
【００５３】
Ａ−（４）．第１の実施例における連結状態のハイブリッド車両の動作：
次に、ハイブリッド車両の動作のうち、連結状態のハイブリッド車両の動作について説明する。図３中の直線Ｌ１は、この場合、リングギヤ１１８ｒは、クラッチ１８０によって固定端と連結されている。よって、リングギヤ１１８ｒは、他の回転要素の回転状態に影響を与える。この場合、「リングギヤ１１８ｒの回転数Ｎｒ＝０」である。したがって、式（２）から明らかな通り、キャリア１１３ｃの回転数Ｎｃとサンギヤ１１５ｓの回転数Ｎｓ２との関係は次式（３）で表される。
【００５４】
Ｎｓ２＝（（１＋ρ２）／ρ２）・Ｎｃ …（３）
【００５５】
式（３）から明らかな通り、エンジン２００から出力された動力は、変速比が（（１＋ρ２）／ρ２）のハイギヤ比で増速されて、駆動輪５００に機械的な動力として直接出力される。即ち、動力と電力との変換を介することなく、駆動輪５００に動力を伝達することができる。よって、動力循環による動力の伝達効率の低下を抑制することができる。以下、この状態の運転モードを直結走行モードという。
【００５６】
前述の循環運転状態にあるＨＶ走行モードから、直結走行モードへ移行した状態について説明する。図３中の直線Ｌ２は、直結モードへ移行したラビニオ式遊星歯車機構１１０の回転状態を示す動作共線である。この状態の各回転要素の回転数は動作共線Ｌ２上に並ぶ。この際、車両の速度、即ち、サンギヤ１１５ｓの回転数Ｎｓ２は一定であり、「リングギヤ１１８ｒの回転数Ｎｒ＝０」となる。エンジン２００の回転数は、Ｎｅ１からＮｅ２へ上昇する。このエンジン２００の回転数Ｎｅ２は、式（３）を変形して次式（４）で表される。
【００５７】
Ｎｅ２＝（ρ２／（１＋ρ２））・Ｎｓ２ …（４）
【００５８】
ここで、仮に、リングギヤ１１８ｒを制止するのではなく、従来のハイブリッド車両と同様にして、サンギヤ１１１ｓを制止することによって、前述の循環運転状態にあるＨＶ走行モードから、直結走行モードへ移行した状態におけるエンジン２００の回転数について説明する。図３の直線Ｌ３は、サンギヤ１１１ｓを制止した状態におけるラビニオ式遊星歯車機構１１０の回転状態を示す動作共線である。この状態の各回転要素の回転数は動作共線Ｌ３上に並ぶ。この際、サンギヤ１１５ｓの回転数Ｎｓ２は一定であり、「サンギヤ１１１ｓの回転数Ｎｓ１＝０」となる。エンジン２００の回転数は、Ｎｅ１からＮｅ３へ上昇する。このエンジン２００の回転数Ｎｅ３は、式（２）から明らかな通り、次式（５）で表される。
【００５９】

【００６０】
エンジン２００の回転数Ｎｅ２，Ｎｅ３の関係を説明する。ラビニオ式遊星歯車機構１１０におけるギヤ比の関係から、「（１／ρ１）＞ρ２」であることは明らかである。よって、式（４），（５）から明らかな通り、「Ｎｅ２＜Ｎｅ３」である。即ち、本実施例のハイブリッド車両は、従来のハイブリッド車両と比較して、直結モードにおけるエンジン２００の回転数の上昇を抑制することができる。
【００６１】
図４は、本実施例のハイブリッド車両におけるエンジン２００の運転ポイントと燃料消費効率との関係について示す説明図である。図４は、横軸にはエンジン２００の回転数をとり、縦軸にはエンジン２００のトルクをとり、エンジン２００の運転状態を示している。曲線α１からα５までは、エンジン２００の燃料消費効率が一定となる運転ポイントを示している。α１からα５の順に燃料消費効率は低くなる。曲線Ｄは、あらかじめ設定されたエンジン２００の燃費最適線を示す。曲線Ｐは、エンジン２００から出力される動力が一定となる曲線を示す。前述の図３に示した状態において、エンジン２００は曲線Ｐ上の運転ポイントで運転される。図３の動作共線Ｌ１で示された状態では、回転数Ｎｅ１およびトルクＴｅ１である運転ポイントＤ１で運転される。図３の動作共線Ｌ２で示された状態では、回転数Ｎｅ２およびトルクＴｅ２である運転ポイントＤ２で運転される。図３の動作共線Ｌ３で示された状態では、回転数Ｎｅ３およびトルクＴｅ３である運転ポイントＤ３で運転される。
【００６２】
図３において動作共線Ｌ１から動作共線Ｌ３へ回転状態が移行する際には、エンジン２００の運転ポイントは、図４の運転ポイントＤ１から運転ポイントＤ３へ移行する。この際、運転ポイントＤ３は、燃費最適線Ｄを大きく外れて、燃料消費効率の高い曲線α１で囲まれた領域から、燃料消費効率の低い曲線α２からα３との間の領域に移行してしまっている。
【００６３】
一方、図３において動作共線Ｌ１から動作共線Ｌ２へ回転状態が移行する際には、エンジン２００の運転ポイントは、図４の運転ポイントＤ１から運転ポイントＤ２へ移行する。この際、運転ポイントＤ２は、燃費最適線Ｄを大きく外れることなく、燃料消費効率の高い曲線α１で囲まれた領域内で移行する。即ち、ＨＶ走行モードから直結運転モードに移行しても、エンジン２００を燃料消費効率の高いポイントで運転することができる。なお、その際にバッテリ３３０の蓄電量が減っている場合には、エンジン２００から出力する動力量を上昇させることによって、燃料消費効率を最適に保っても良い。
【００６４】
以上説明した本実施例のハイブリッド車両によれば、クラッチ１８０によってリングギヤ１１８ｒと固定端とを非連結とした状態では、ラビニオ式遊星歯車機構１１０の作用によって従来のハイブリッド車両と同様に動力を分配することができる。一方、クラッチ１８０によってリングギヤ１１８ｒと固定端とを非連結した状態では、エンジン２００と駆動輪５００とが（（１＋ρ２）／ρ２）のハイギヤ比で機械的に直結される。これにより、動力と電力との変換を介することなく、エンジン２００の動力を駆動輪５００に直接伝達し、動力循環を回避することができる。さらに、固定端と連結されるリングギヤ１１８ｒのギヤ比を適切に設定することによって、直結運転状態へ移行する際に、エンジン２００の回転数の変動を抑制することができる。これにより、エンジン２００の燃料消費効率の低下を抑制することができる。その結果、エンジン２００を燃料消費効率の高いポイントで運転しつつ、動力循環による動力の伝達効率の低下を抑制することができる。また、複雑な機構や制御を必要とすることなく、燃料消費効率の向上や排出ガスの低減を図ることができる。
【００６５】
また、リングギヤ１１８ｒと固定端との連結および非連結を、複雑な構成や制御を必要とすることなく、単一のクラッチ１８０で行うことができる。ラビニオ式遊星歯車機構１１０を用いているため、動力分配手段の小型化を図ることができる。その結果、ハイブリッド車両の軽量化を図ることができる。
【００６６】
Ａ−（５）．第１の実施例におけるハイブリッド車両の運転制御処理：
次に、第１の実施例におけるハイブリッド車両の運転制御処理について説明する。前述の通り、本実施例のハイブリッド車両は、ＥＶ走行モード，ＨＶ走行モード，直結走行モードなど種々の運転モードによって走行することができる。動力制御ユニット６００に内蔵されたＣＰＵは、車両の走行状態に適した運転モードを判定し、それぞれのモードについてエンジン２００、モータジェネレータ３００，４００、クラッチ１８０の制御を実行する。これらの制御は種々の制御処理ルーチンを周期的に実行することによって行われる。
【００６７】
動力制御ユニット６００に内蔵されたＣＰＵが実行する運転制御処理の一つとして、ＨＶ走行モードおよび直結走行モードにおけるトルク制御処理について説明する。図５は、動力制御ユニット６００のトルク制御処理を示すフローチャートである。動力制御ユニット６００のＣＰＵは、所定のタイミングでトルク制御処理を開始すると、エンジン２００から出力すべき要求動力Ｐｅを算出する（ステップＳ１１０）。要求動力Ｐｅは、駆動輪５００に出力すべき走行動力Ｐｄと、充放電電力Ｐｂと、補機駆動動力Ｐｈとを総和した値である。走行動力Ｐｄは、アクセルポジションセンサ６１０により検出されたアクセルの踏み込み量と、車速とに基づいて設定される。充放電電力Ｐｂは、バッテリ３３０を充電する必要がある場合には正の値をとり、放電する場合には負の値をとる。補機駆動動力Ｐｈは、エアコンなどの補機を駆動するために必要となる電力である。
【００６８】
要求動力Ｐｅを算出した後（ステップＳ１１０）、モード切り換え制御処理を開始する（ステップＳ１２０）。この処理では、ＨＶ走行モードと直結走行モードとの切り換えが必要な場合には、運転モードの切り換えが行われる。このモード切り換え処理の詳細については後述する。モード切り換え制御処理を終了すると（ステップＳ１２０）、運転モードが直結走行モードであるか否かを判断する（ステップＳ１３０）。
【００６９】
運転モードが直結走行モードである場合には（ステップＳ１３０）、直結走行モードにおけるエンジン２００およびモータジェネレータ３００，４００の目標回転数，目標トルクの設定を行う（ステップＳ１４０）。この際、エンジン２００が、燃料消費効率の高いポイントで要求動力Ｐｅを出力することができるか否かを判断する。単独で出力できる場合には、エンジン２００の目標回転数および目標トルクを、その運転ポイントに設定する。モータジェネレータ３００，４００は力行も回生も行わないように設定する。一方、単独で出力できない場合には、エンジン２００の目標回転数および目標トルクを、燃料消費効率の高いポイントに設定する。モータジェネレータ３００，４００の目標回転数および目標トルクは、エンジン２００の動力では不足する動力を補うように設定する。これによって、クラッチ１８０による連結と非連結との切り換えが頻繁に行われるのを回避しつつ、必要な動力を駆動輪５００に伝達することができる。また、連結と非連結との切り換えが頻繁に行われるのを回避しつつ、エンジン２００を燃料消費効率の高いポイントで運転することができる。なお、この際に、モータジェネレータ３００，４００の発熱状態または運転効率から、これらの使用比率を変化させても良い。
【００７０】
運転モードが直結走行モードではない場合、即ち、ＨＶ走行モードである場合には（ステップＳ１３０）、ＨＶ走行モードにおけるエンジン２００およびモータジェネレータ３００，４００の目標回転数，目標トルクの設定を行う（ステップＳ１５０）。この場合には、一般に知られているハイブリッド車両と同様に、エンジン２００およびモータジェネレータ３００，４００の目標回転数，目標トルクの設定を行う。
【００７１】
これらの目標回転数および目標トルクの設定を行った後（スッテップＳ１４０，Ｓ１５０）、設定した目標回転数および目標トルクに基づいて、エンジン２００およびモータジェネレータ３００，４００の制御を行い（ステップＳ１６０）、トルク制御処理を終了する。このトルク制御処理によって、運転状態に応じて、ハイブリッド車両を円滑に運転することができる。
【００７２】
次に、前述のモード切り換え制御処理（図５中のステップＳ１２０）の詳細を説明するために、まず、本実施例のハイブリッド車両の運転モードの使い分けについて説明する。図６は、運転モードの使い分けの様子を示す説明図である。図６は、横軸にハイブリッド車両の車速をとり、縦軸にハイブリッド車両の走行トルクをとる。図６中の曲線ＬＭは、ハイブリッド車両が走行することのできる走行可能領域を示す。即ち、曲線ＬＭ，縦軸および横軸で囲まれた領域内のポイントで走行を行うことができる。図６中の領域ＥＶは、ＥＶ走行モードで走行を行う領域を示す。このＥＶ走行モードは、車速および走行トルクが比較的低い領域で用いられる。領域ＥＶ以外の走行可能領域では、ＨＶ走行モードと直結走行モードとが用いられる。図６中の曲線ＲＬは、平坦路を定常走行した場合を想定したロードロード(Road Load)を示す。このロードロードＲＬは、平坦路を定常走行した場合の車両の空気抵抗と転がり抵抗との和である。なお、実際の走行における走行抵抗は、坂道走行の際の勾配抵抗や、加減速走行の際の加速抵抗などの抵抗を、ロードロードＲＬに加算した抵抗となる。
【００７３】
ＨＶ走行モードから直結走行モードへのモード切り換えについて説明する。図６中の曲線Ｌαは、ロードロードＲＬと比べてトルクがトルクαだけ高い負荷（以下、この負荷を「ＲＬ＋α」と表記する）を示す。前述のトルク制御処理（図５中のステップＳ１１０）で算出した要求動力Ｐｅが、例えば、図６中のポイントＰα１からポイントＰα２に移行する場合のように図６の上方から下方へ移行中に曲線Ｌαと交わる際に、Ｖ走行モードで動力循環が発生しているならば、効率の良い直結走行モードに切り換えて走行する。
【００７４】
直結走行モードからＨＶ走行モードへのモード切り換えについて説明する。図６中の曲線Ｌβは、ロードロードＲＬと比べてトルクがトルクβだけ高い負荷（以下、この負荷を「ＲＬ＋β」と表記する）を示す。トルクβは、トルクαよりも大きなトルクである。前述のトルク制御処理（図５中のステップＳ１１０）で算出した要求動力Ｐｅが、例えば、図６中のポイントＰβ１からポイントＰβ２に移行する場合のように図６の下方から上方へ移行中に曲線Ｌβと交わる際に、直結走行モードであれば、高トルクを出力可能なＨＶ走行モードに切り換えて走行する。
【００７５】
次に、前述のモード切り換え制御処理（図５中のステップＳ１２０）の詳細を説明する。図７は、動力制御ユニット６００のモード切り換え制御処理を示すフローチャートである。動力制御ユニット６００のＣＰＵは、処理を開始すると、運転モードが直結走行モードであるか否かを判断する（ステップＳ２１０）。
【００７６】
直結走行モードではないと判断した場合には（ステップＳ２１０）、動力循環が発生する循環運転状態であるか否かを判断する（ステップＳ２２０）。循環運転状態でない場合には（ステップＳ２２０）、直結走行モードに切り換える必要はないためモード切り換え制御処理を終了する。循環運転状態である場合には（ステップＳ２２０）、前述のトルク制御処理（図５中のステップＳ１１０）で算出した要求動力Ｐｅが「ＲＬ＋α」を下回るか否かを判断する（ステップＳ２３０）。要求動力Ｐｅが「ＲＬ＋α」を下回らない場合には（ステップＳ２３０）、高トルクを出力可能なＨＶ走行モードを維持するため、運転モードの切り換えを行わずにモード切り換え制御処理を終了する。要求動力Ｐｅが「ＲＬ＋α」を下回る場合には（ステップＳ２３０）、効率の良い直結走行モードに切り換えるため、直結開始制御処理を開始する（ステップＳ２４０）。
【００７７】
直結開始制御処理を開始すると（ステップＳ２４０）、サンギヤ１１１ｓの回転数Ｎｓ１が、連結状態を開始した場合の回転数となるように、モータジェネレータ３００による力行を制御する。モータジェネレータ３００が目標とする回転数Ｎｍ１は、式（２）に「リングギヤ１１８ｒの回転数Ｎｒ＝０」を代入することで、式（６）で表される。
【００７８】

【００７９】
サンギヤ１１１ｓの回転数Ｎｓ１を、式（６）に表した回転数Ｎｍ１とした後、クラッチ１８０を連結とする制御を行う。クラッチ１８０によって連結状態とした後、直結開始制御処理を終了する。この直結開始制御処理によって、直結走行モードを開始する際に、エンジン２００の急激な回転数およびトルクの変動を抑制するといった対応ができ、車両の振動や騒音を抑制することができる。また、急激なトルク変動に起因する衝撃力による駆動系統の耐久性低下を回避することができる。直結開始制御処理を終了した後（ステップＳ２４０）、モード切り換え制御処理を終了する。
【００８０】
一方、直結走行モードであると判断した場合には（ステップＳ２１０）、前述のトルク制御処理（図５中のステップＳ１１０）で算出した要求動力Ｐｅが、「ＲＬ＋β」を上回るか否かを判断する（ステップＳ２５０）。要求動力Ｐｅが、「ＲＬ＋β」を上回らない場合には、効率の良い直結走行モードを維持するため、運転モードの切り換えを行わずにモード切り換え制御処理を終了する。要求動力Ｐｅが、「ＲＬ＋β」を上回る場合には（ステップＳ２５０）、高トルクを出力可能なＨＶ走行モードに切り換えるため、直結解除制御処理を開始する（ステップＳ２６０）。
【００８１】
直結解除制御処理を開始すると（ステップＳ２６０）、非連結状態を開始した場合に、エンジン２００の反力とつり合うように、モータジェネレータ３００による力行を制御する。モータジェネレータ３００のトルクを、エンジン２００の反力につり合わせた後、クラッチ１８０を非連結とする制御を行う。クラッチ１８０によって非連結状態とした後、直結解除制御処理を終了する。この直結解除制御処理によって、直結走行モードからＨＶ走行モードに移行する際に、エンジン２００の急激な回転数およびトルクの変動を抑制するといった対応ができ、車両の振動や騒音を抑制することができる。また、急激なトルク変動に起因する衝撃力による駆動系統の耐久性低下を回避することができる。直結解除制御処理を終了した後（ステップＳ２６０）、モード切り換え制御処理を終了する。このモード切り換え制御処理によって、クラッチ１８０による連結と非連結との切り換えが頻繁に行われるのを回避するために、切り換えの判断処理に一定のヒステリシスを持たせることができる。
【００８２】
なお、前述のトルク制御処理におけるモード切り換え制御処理では、加速および定常走行時の運転モードの切り換えを行うが、減速および制動時においても、モードの切り換えを行うようにしても良い。例えば、連結状態でモータジェネレータ３００，４００によって回生する回生状態と、非連結状態でエンジン２００を停止した状態にしてモータジェネレータ４００によって回生する回生状態とを、エネルギ効率を優先して選択して、運転モードの切り換えを行っても良い。これによって、ハイブリッド車両の減速時や制動時において、ハイブリッド車両におけるエネルギ効率を向上させることができる。なお、この際に、モータジェネレータ３００，４００の発熱状態または運転効率から、これらの使用比率を変化させても良い。
【００８３】
以上説明した第１の実施例におけるハイブリッド車両によれば、エンジン２００を燃料消費効率の高いポイントで運転しつつ、動力循環による動力の伝達効率の低下を抑制することができる。したがって、省資源性および排気浄化性を向上させることができる。また、クラッチ１８０のみを制御することによって、ハイブリッド車両の連結状態と非連結状態との切り換えが可能であるため、この切り換えのための制御構成を簡略化できる。
【００８４】
Ｂ．第２の実施例：
次に、第２の実施例におけるハイブリッド車両について説明する。このハイブリッド車両は、第１の実施例におけるハイブリッド車両とは動力分配装置１００の構成のみが異なり、その他は同一である。図８は、第２の実施例におけるハイブリッド車両の動力分配装置１０１の構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同様である。図８に示した第２の実施例の動力分配装置１０１は、図２に示した第１の実施例の動力分配装置１００と異なり、モータジェネレータ４００と駆動輪５００との連結の間に、モータクラッチ１８１を備える。
【００８５】
モータクラッチ１８１は、摩擦材同士を係合および非係合することによって、連結および非連結を行う摩擦係合機構である。モータクラッチ１８１は、摩擦材同士を係合することによって、モータジェネレータ４００と駆動輪５００とを連結するモータ連結手段として動作する。一方、摩擦材同士を非係合することによって、モータジェネレータ４００と駆動輪５００との連結を切り離して非連結とするモータ非連結手段として動作する。モータクラッチ１８１がモータジェネレータ４００と駆動輪５００とを連結する状態では、モータジェネレータ４００および駆動輪５００間における動力の伝達が可能となる。一方、モータクラッチ１８１がモータジェネレータ４００と駆動輪５００とを非連結にする状態では、モータジェネレータ４００および駆動輪５００間における動力の伝達を遮断する。動力制御ユニット６００は、モータクラッチ１８１とも電気的に接続されており、これらのセンサなどから検出した動力系統の状態に基づいてクラッチ１８０に制御信号を出力する。
【００８６】
動力制御ユニット６００に内蔵されたＣＰＵは、運転制御処理において、モータクラッチ１８１による連結および非連結の切り換えを制御する。加速または定常走行時において、クラッチ１８０によって連結状態とする制御を行っている際には、モータクラッチ１８１によってモータジェネレータ４００と駆動輪５００とを非連結とする制御を行う。一方、クラッチ１８０によって非連結状態とする制御を行っている際には、モータクラッチ１８１によってモータジェネレータ４００と駆動輪５００とを連結する制御を行う。なお、モータジェネレータ４００と駆動輪５００とを非連結としている場合、車両に必要な電力は、モータジェネレータ３００を回生することで対応することができる。この際、エンジン２００は、回生する電力分の動力を出力する。
【００８７】
以上説明した第２の実施例におけるハイブリッド車両によれば、第１の実施例と同様の作用効果を奏する上、直結走行モードでの加速または定常走行時において、モータクラッチ１８１を非連結とすることによって、モータジェネレータ４００の回転損失を低減することができる。その結果、ハイブリッド車両におけるエネルギ効率を向上させることができる。
【００８８】
Ｃ．第３の実施例：
次に、第３の実施例におけるハイブリッド車両について説明する。このハイブリッド車両は、第１の実施例におけるハイブリッド車両とは動力分配装置１００の構成のみが異なり、その他は同一である。図９は、第３の実施例におけるハイブリッド車両の動力分配装置１００Ａの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図９に示した第３の実施例の動力分配装置１００Ａは、図２に示した第１の実施例の動力分配装置１００と異なり、ラビニオ式遊星歯車機構１１０に変えて、第１の遊星歯車機構１１０Ａおよび第２の遊星歯車機構１１０Ｂを備える。この他、それぞれ遊星歯車機構の回転要素を連結する連結手段１８２，１８３を備える。
【００８９】
第１の遊星歯車機構は、中心で回転するサンギヤ１１１ｓ、サンギヤ１１１ｓの周囲を自転しながら公転するピニオンギヤ１１２ｐ、ピニオンギヤ１１２ｐを軸支するキャリア１１３ｃ、ピニオンギヤ１１２ｐの外周で回転するリングギヤ１１４ｒから構成されている。第２の遊星歯車機構は、中心で回転するサンギヤ１１５ｓ、サンギヤ１１５ｓの周囲を自転しながら公転するピニオンギヤ１１６ｐ、ピニオンギヤ１１６ｐを軸支するキャリア１１７ｃ、ピニオンギヤ１１６ｐの外周で回転するリングギヤ１１８ｒから構成されている。
【００９０】
連結手段１８２は、キャリア１１３ｃとキャリア１１７ｃとを連結している。連結手段１８３は、リングギヤ１１４ｒとサンギヤ１１５ｓとを連結している。キャリア１１３ｃは、クランク軸２１０などを介してエンジン２００に連結されている。サンギヤ１１１ｓは、モータ軸３１０などを介してモータジェネレータ３００に連結されている。サンギヤ１１５ｓは、連結手段１８３，モータ軸４１０などを介してモータジェネレータ４００に連結されるとともに、ギヤ５１２，５１３および出力軸５１０などを介して駆動輪５００に連結されている。クラッチ１８０は、摩擦材同士を係合することによって、リングギヤ１１８ｒと固定端とを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、リングギヤ１１８ｒと固定端との連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９１】
Ｄ．第４ないし第１０の実施例：
次に、第４ないし第１０の実施例におけるハイブリッド車両について説明する。これらのハイブリッド車両は、第３の実施例におけるハイブリッド車両と、クラッチ１８０および連結手段１８２，１８３を設ける部位のみが異なり、その他は同一である。
【００９２】
まず、第４の実施例におけるハイブリッド車両について説明する。図１０は、第４の実施例におけるハイブリッド車両の動力分配装置１００Ｂの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図１０に示した第４の実施例の動力分配装置１００Ｂは、図９に示した第３の実施例の動力分配装置１００Ａと異なり、クラッチ１８０および連結手段１８２を設ける部位が異なる。連結手段１８２は、リングギヤ１１８ｒと固定端とを連結している。クラッチ１８０は、摩擦材同士を係合することによって、キャリア１１３ｃとキャリア１１７ｃとを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、キャリア１１３ｃとキャリア１１７ｃとの連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９３】
次に、第５の実施例におけるハイブリッド車両について説明する。図１１は、第５の実施例におけるハイブリッド車両の動力分配装置１００Ｃの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図１１に示した第５の実施例の動力分配装置１００Ｃは、図９に示した第３の実施例の動力分配装置１００Ａと異なり、クラッチ１８０および連結手段１８２，１８３を設ける部位が異なる。連結手段１８２は、サンギヤ１１１ｓとリングギヤ１１８ｒとを連結している。連結手段１８３は、キャリア１１３ｃとサンギヤ１１５ｓとを連結している。クラッチ１８０は、摩擦材同士を係合することによって、キャリア１１７ｃと固定端とを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、キャリア１１７ｃと固定端との連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９４】
次に、第６の実施例におけるハイブリッド車両について説明する。図１２は、第６の実施例におけるハイブリッド車両の動力分配装置１００Ｄの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図１２に示した第６の実施例の動力分配装置１００Ｄは、図１１に示した第５の実施例の動力分配装置１００Ｃと異なり、クラッチ１８０および連結手段１８２を設ける部位が異なる。連結手段１８２は、キャリア１１７ｃと固定端とを連結している。クラッチ１８０は、摩擦材同士を係合することによって、サンギヤ１１１ｓとリングギヤ１１８ｒとを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、サンギヤ１１１ｓとリングギヤ１１８ｒとの連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９５】
次に、第７の実施例におけるハイブリッド車両について説明する。図１３は、第７の実施例におけるハイブリッド車両の動力分配装置１００Ｅの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図１３に示した第７の実施例の動力分配装置１００Ｅは、図９に示した第３の実施例の動力分配装置１００Ａと異なり、クラッチ１８０および連結手段１８２，１８３を設ける部位が異なる。連結手段１８２は、サンギヤ１１１ｓとサンギヤ１１５ｓとを連結している。連結手段１８３は、キャリア１１３ｃとリングギヤ１１８ｒとを連結している。クラッチ１８０は、摩擦材同士を係合することによって、キャリア１１７ｃと固定端とを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、キャリア１１７ｃと固定端との連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９６】
次に、第８の実施例におけるハイブリッド車両について説明する。図１４は、第８の実施例におけるハイブリッド車両の動力分配装置１００Ｆの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図１４に示した第８の実施例の動力分配装置１００Ｆは、図１３に示した第７の実施例の動力分配装置１００Ｅと異なり、クラッチ１８０および連結手段１８３を設ける部位が異なる。連結手段１８３は、キャリア１１７ｃと固定端とを連結している。クラッチ１８０は、摩擦材同士を係合することによって、キャリア１１３ｃとリングギヤ１１８ｒとを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、キャリア１１３ｃとリングギヤ１１８ｒとの連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９７】
次に、第９の実施例におけるハイブリッド車両について説明する。図１５は、第９の実施例におけるハイブリッド車両の動力分配装置１００Ｇの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図１５に示した第９の実施例の動力分配装置１００Ｇは、図９に示した第３の実施例の動力分配装置１００Ａと異なり、クラッチ１８０および連結手段１８２，１８３を設ける部位が異なる。連結手段１８２は、キャリア１１３ｃとキャリア１１７ｃとを連結している。連結手段１８３は、リングギヤ１１４ｒとリングギヤ１１８ｒとを連結している。クラッチ１８０は、摩擦材同士を係合することによって、サンギヤ１１５ｓと固定端とを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、サンギヤ１１５ｓと固定端との連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９８】
次に、第１０の実施例におけるハイブリッド車両について説明する。図１６は、第１０の実施例におけるハイブリッド車両の動力分配装置１００Ｈの構成を示す説明図である。このハイブリッド車両の動力系統の概略構成は、図１に示した通りである。動力制御ユニット６００の運転制御処理などは、第１の実施例と同一である。図１６に示した第１０の実施例の動力分配装置１００Ｈは、図１５に示した第９の実施例の動力分配装置１００Ｇと異なり、クラッチ１８０および連結手段１８３を設ける部位が異なる。連結手段１８３は、サンギヤ１１５ｓと固定端とを連結している。クラッチ１８０は、摩擦材同士を係合することによって、リングギヤ１１４ｒとリングギヤ１１８ｒとを連結する第３の連結手段として動作する。一方、摩擦材同士を非係合することによって、リングギヤ１１４ｒとリングギヤ１１８ｒとの連結を切り離して非連結とする非連結手段として動作する。これによって、第１の実施例と同様の効果を奏することができる。
【００９９】
Ｅ．その他の実施形態：
以上、本発明の実施の形態について説明したが、本発明はこうした実施の形態に何ら限定されるものではなく、本発明の趣旨を逸脱しない範囲内において様々な形態で実施し得ることは勿論である。例えば、本発明のハイブリッド車両では、エンジン２００としてガソリンエンジンを用いたが、ディーゼルエンジンその他の動力源となる装置を用いても良い。また、モータジェネレータ３００，４００として交流同期モータを用いたが、その他の交流モータおよび直流モータを用いても良い。また、種々の制御処理を動力制御ユニット６００に内蔵するＣＰＵが、ソフトウェアを実行することにより実現しているが、かかる制御処理をハード的に実現しても良い。また、動力制御ユニット６００によって連結状態および非連結状態の切り換え制御を行っているが、手動で切り換える態様、または自動での切り換えと手動での切り換えとを選択可能な態様で構成しても良い。
【図面の簡単な説明】
【図１】 本発明の一形態であるハイブリッド車両の動力系統の概略構成を示す説明図である。
【図２】 第１の実施例における動力分配装置１００の構成を示す説明図である。
【図３】 ラビニオ式遊星歯車機構１１０の回転状態を示す説明図である。
【図４】 本実施例のハイブリッド車両におけるエンジン２００の運転ポイントと燃料消費効率との関係について示す説明図である。
【図５】 動力制御ユニット６００のトルク制御処理を示すフローチャートである。
【図６】 運転モードの使い分けの様子を示す説明図である。
【図７】 動力制御ユニット６００のモード切り換え制御処理を示すフローチャートである。
【図８】 第２の実施例におけるハイブリッド車両の動力分配装置１０１の構成を示す説明図である。
【図９】 第３の実施例におけるハイブリッド車両の動力分配装置１００Ａの構成を示す説明図である。
【図１０】 第４の実施例におけるハイブリッド車両の動力分配装置１００Ｂの構成を示す説明図である。
【図１１】 第５の実施例におけるハイブリッド車両の動力分配装置１００Ｃの構成を示す説明図である。
【図１２】 第６の実施例におけるハイブリッド車両の動力分配装置１００Ｄの構成を示す説明図である。
【図１３】 第７の実施例におけるハイブリッド車両の動力分配装置１００Ｅの構成を示す説明図である。
【図１４】 第８の実施例におけるハイブリッド車両の動力分配装置１００Ｆの構成を示す説明図である。
【図１５】 第９の実施例におけるハイブリッド車両の動力分配装置１００Ｇの構成を示す説明図である。
【図１６】 第１０の実施例におけるハイブリッド車両の動力分配装置１００Ｈの構成を示す説明図である。
【図１７】 従来のハイブリッド車両における動力伝達系統の概略構成の一例を示す説明図である。
【図１８】 従来のハイブリッド車両における遊星歯車機構９１１の回転状態を示す説明図である。
【図１９】 従来のハイブリッド車両における内燃機関９２０の運転ポイントと燃料消費効率との関係について示す説明図である。
【符号の説明】
１００，１００Ａ〜Ｈ，１０１…動力分配装置
１１０…ラビニオ式遊星歯車機構
１１０Ａ…第１の遊星歯車機構
１１０Ｂ…第２の遊星歯車機構
１１１ｓ，１１５ｓ…サンギヤ
１１２ｐ，１１６ｐ…ピニオンギヤ
１１３ｃ，１１７ｃ…キャリア
１１４ｒ，１１８ｒ…リングギヤ
１８０…クラッチ
１８１…モータクラッチ
１８２，１８３…連結手段
２００…エンジン
２１０…クランク軸
２１１…回転数センサ
２２０…ＥＣＵ
３００，４００…モータジェネレータ
３１０，４１０…モータ軸
３２０…インバータ
３２１，３２２…駆動回路
３３０…バッテリ
３３１…バッテリセンサ
５００…駆動輪
５１０…出力軸
５１１…回転数センサ
５１２，５１３…ギヤ
５２０…ディファレンシャルギヤ
６００…動力制御ユニット
６１０…アクセルポジションセンサ
６２０…シフトポジションセンサ
９１０…動力分配手段
９１１…遊星歯車機構
９１２ｓ…サンギヤ
９１３ｐ…ピニオンギヤ
９１４ｃ…キャリア
９１５ｒ…リングギヤ
９１８…ブレーキ
９２０…内燃機関
９３０，９４０…モータジェネレータ
９５０…駆動輪[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid vehicle that travels using an internal combustion engine and an electric motor as power sources, and more particularly, to a parallel type hybrid vehicle that can travel by transmitting the power of both the internal combustion engine and the electric motor to drive wheels. .
[0002]
[Prior art]
In recent years, a hybrid vehicle that travels using an internal combustion engine and an electric motor as a power source has been proposed, and improvement in fuel consumption efficiency and reduction of exhaust gas have been achieved in a vehicle equipped with an internal combustion engine as a power source. As a hybrid vehicle, there is a parallel type hybrid vehicle that can travel by transmitting the power of both the internal combustion engine and the electric motor to drive wheels. This parallel hybrid vehicle can distribute the power of the internal combustion engine by the power distribution means. Part of the distributed power is mechanically transmitted directly to the drive wheels. The remaining power is temporarily converted into electric power by a generator. This electric power is converted into power again by the electric motor, so that the remaining power is finally transmitted to the drive wheels. By converting the power and electric power, the parallel hybrid vehicle can convert the power of the internal combustion engine into an arbitrary number of revolutions and torque and transmit it to the drive wheels. As a result, the parallel hybrid vehicle can drive the internal combustion engine at a point with high fuel consumption efficiency. Therefore, it is possible to improve fuel consumption efficiency and reduce exhaust gas.
[0003]
In general, it is known that conversion between power and electric power involves a predetermined energy loss. Even in a parallel type hybrid vehicle, power transmission efficiency is reduced due to energy loss accompanying conversion. In particular, there is a problem that power transmission efficiency is significantly reduced in an operating state where power circulation occurs. This power circulation is a state where energy loss is repeated by circulating and repeating conversion of power and electricity between the electric motor and the generator.
[0004]
2. Description of the Related Art Conventionally, a parallel hybrid vehicle is known that can mechanically stop the rotation of a motor generator that functions as an electric motor and a generator in order to suppress a decrease in power transmission efficiency due to power circulation. In this hybrid vehicle, the power of the internal combustion engine can be directly transmitted to the drive wheel without mechanically connecting the internal combustion engine and the drive wheel without converting power and electric power.
[0005]
Here, an example of a conventional hybrid vehicle will be described. FIG. 17 is an explanatory diagram showing an example of a schematic configuration of a power transmission system in a conventional hybrid vehicle. In the following description, the illustration of the gear mechanism is replaced with half of the illustration. This hybrid vehicle includes a power distribution means 910, an internal combustion engine 920, motor generators 930 and 940, and drive wheels 950. The power distribution unit 910 includes a planetary gear mechanism 911 and a brake 918. The planetary gear mechanism 911 includes three rotating elements, a sun gear 912s, a carrier 914c that pivotally supports the pinion gear 913p, and a ring gear 915r. The brake 918 is connected so as to be able to stop the rotation of the sun gear 912s. The internal combustion engine 920 is connected to the carrier 914c, the motor generator 930 is connected to the sun gear 912s, and the motor generator 940 and the drive wheel 950 are connected to the ring gear 915r.
[0006]
The planetary gear mechanism 911 is well known in terms of mechanism that the following relationship is established for the rotational speeds of the rotating elements of the sun gear 912s, the carrier 914c, and the ring gear 915r. That is, when the rotational speeds of two of the three rotational elements are determined, the rotational speeds of the remaining rotational elements are determined based on the following relational expression.
[0007]
Ncs = ((1 + ρc) / ρc) · Ncc− (1 / ρc) · Ncr
Ncc = (1 / (1 + ρc)) · Ncr + (ρc / (1 + ρc)) · Ncs
Ncr = (− ρc) · Ncs + (1 + ρc) · Ncc (1)
[0008]
Here, Ncs is the rotational speed of the sun gear 912s, Ncc is the rotational speed of the carrier 914c, and Ncr is the rotational speed of the ring gear 915r. ρc is a gear ratio between the sun gear 912s and the ring gear 915r, and “ρc = the number of teeth of the sun gear 912s / the number of teeth of the ring gear 915r”.
[0009]
FIG. 18 is an explanatory diagram showing a rotation state of the planetary gear mechanism 911 in the conventional hybrid vehicle. In FIG. 18, on the horizontal axis, coordinates corresponding to the sun gear 912s (denoted as Sc), the carrier 914c (denoted as Cc), and the ring gear 915r (denoted as Rc) are taken in order from the left. The distance between these coordinates is set such that the distance between Sc-Cc and the distance between Cc-Rc is in the relationship of 1: ρc. The vertical axis represents the number of rotations of each rotating element at each coordinate. This rotational speed is positive in the direction in which the internal combustion engine 920 rotates. When this rotation speed is negative, it represents a state in which the rotation element rotates in the reverse direction. FIG. 18 shows a collinear diagram of the planetary gear mechanism 911. As is clear from the equation (1), the rotational speeds of the respective rotating elements are in a proportional relationship, and the rotational speeds of the respective elements are arranged on a straight line called an operation collinear on the alignment chart. Devices connected to the respective rotating elements are shown below these rotational speed axes. Motor generator 930 (denoted as MG1) and brake 918 (denoted as BRK) are shown below the sun gear 912s shaft, internal combustion engine 920 (denoted as ENG) is shown under the carrier 914c shaft, and motor generator 940 (denoted as MG2) The drive wheel 950 (denoted as OUT) is shown below the ring gear 915r shaft.
[0010]
In the hybrid vehicle having this configuration, the rotation of the sun gear 912s is not stopped by the brake 918, and the rotation of the ring gear 915r exceeds the number of rotations of the carrier 914c and the sun gear 912s rotates in the reverse direction. A state (hereinafter referred to as a circulating operation state). A straight line Lc1 in FIG. 18 indicates the rotation state in the circulation operation state, and the rotation speeds of the respective rotation elements are arranged on the straight line Lc1. In this state, the rotation speed of the carrier 914c, that is, the rotation speed of the internal combustion engine 920 is Nce1.
[0011]
From this circulation operation state, when the rotation of the sun gear 912s, that is, the rotation of the motor generator 930 is stopped by the brake 918 while maintaining the rotation speed of the ring gear 915r, that is, the vehicle speed, the internal combustion engine 920 and the drive wheel 950 are mechanically connected. It is in a directly connected state (hereinafter referred to as a directly connected operation state). A straight line Lc2 in FIG. 18 indicates the rotation state in the direct operation state, and the rotation speeds of the respective rotation elements are arranged on the straight line Lc2. In this direct operation state, the rotational speed of the motor generator 930 changes from the reverse rotation state to the stopped state, and the rotational speed of the internal combustion engine 920 increases from Nce1 to Nc2. The power of the internal combustion engine is transmitted to the drive wheels without conversion between power and electric power.
[0012]
FIG. 19 is an explanatory diagram showing the relationship between the operating point of the internal combustion engine 920 and the fuel consumption efficiency in a conventional hybrid vehicle. FIG. 19 shows the operating state of the internal combustion engine 920 with the horizontal axis representing the number of revolutions of the internal combustion engine and the vertical axis representing the torque of the internal combustion engine 920. Curves α1 to α5 indicate regions where the fuel consumption efficiency of the internal combustion engine 920 is constant. The fuel consumption efficiency decreases in the order of α1 to α5. A curve Dc indicates a fuel efficiency optimum line that is preset and has good fuel consumption efficiency. The internal combustion engine 920 is normally operated at a point close to the fuel efficiency optimum line Dc. A curve Pc is a curve in which the power (rotation speed × torque) output from the internal combustion engine 920 is constant. The internal combustion engine 920 is operated at the operation point Dc1 in the above-described circulation operation state. When the above-described direct operation state is reached, the rotational speed is changed from Nce1 to Nc2, and the vehicle is operated at the operation point Dc2.
[0013]
According to such a conventional hybrid vehicle, the internal combustion engine 920 and the drive wheel 950 can be mechanically directly connected by mechanically stopping the rotation of the motor generator 930. As a result, even if an operation state in which power circulation occurs is generated, the rotation of the motor generator 930 is mechanically stopped, so that the power of the internal combustion engine 920 is transferred to the drive wheels without the conversion of power and power. Direct transmission can avoid power circulation. Accordingly, it is possible to suppress a decrease in power transmission efficiency due to power circulation.
[0014]
The following patent document describes a parallel type hybrid vehicle capable of mechanically stopping the rotation of a motor generator.
[Patent Document 1]
JP-A-8-322108
[0015]
[Problems to be solved by the invention]
However, in such a conventional hybrid vehicle, since the rotational speed of the internal combustion engine increases when shifting from the circulating operation state to the direct operation state, depending on the increased rotational speed, the internal combustion engine has a high fuel consumption efficiency. There was a problem of being unable to drive. As shown in FIG. 19, by shifting from the operation point Dc1 to the operation point Dc2, the region surrounded by the curve α1 having high fuel consumption efficiency is shifted to the region between the curves α2 to α3 having low fuel consumption efficiency. It has been done. In this case, a reduction in power transmission efficiency due to power circulation can be suppressed, but in order to reduce the fuel consumption efficiency of the internal combustion engine 920, the resource saving and exhaust gas purification characteristics, which are the characteristics of the hybrid vehicle, are sufficiently achieved. I couldn't pull it out.
[0016]
The present invention has been made to solve the above-described problems, and is a hybrid vehicle capable of suppressing a decrease in power transmission efficiency due to power circulation while operating an internal combustion engine at a point with high fuel consumption efficiency. The purpose is to provide.
[0017]
[Means for solving the problems and their functions and effects]
In order to solve the above-described problems, the hybrid vehicle of the present invention distributes and transmits the power of the internal combustion engine to the drive wheels for driving the vehicle and the first or second motor generator, and the first vehicle. Alternatively, the hybrid vehicle includes power distribution means capable of transmitting the power of the second or first motor generator driven by the electric power regenerated by the second motor generator to the drive wheels, and is provided with three rotations. First and second planetary gear mechanisms each constituted by an element are provided in the power distribution means, a first rotating element in the first planetary gear mechanism is connected to the internal combustion engine, and the first A second rotating element in the planetary gear mechanism is connected to the first motor generator, and a third rotating element in the first planetary gear mechanism is connected to the second motor element. With connecting to over data generator and the drive wheel, A first connecting means for directly connecting the first rotating element in the second planetary gear mechanism and any one rotating element in the first planetary gear mechanism; and the second planetary gear mechanism. And a second connection that directly connects the second rotation element in the first planetary gear mechanism to any one of the other rotation elements different from the rotation element connected by the first connection means in the first planetary gear mechanism. Means, A third rotating element in the second planetary gear mechanism and a third connecting means for connecting the fixed end, wherein at least one of the first to third connecting means It is provided with non-coupling means for separating and non-coupling The first rotating element in the first planetary gear mechanism is a carrier, and the second rotating element in the first planetary gear mechanism is a sun gear. It is characterized by that.
[0018]
According to such a hybrid vehicle, when at least one of the first to third connecting means is not connected by the non-connecting means, the first planetary gear mechanism is operated as in the case of a generally known hybrid vehicle. Power can be distributed. On the other hand, when all of the first to third connecting means are connected, the two rotating elements in the first and second planetary gear mechanisms are connected one-to-one, and the second planetary gear mechanism is connected. One rotating element is stopped. In this state, the internal combustion engine and the drive wheels are mechanically directly connected at a predetermined speed ratio. As a result, the power of the internal combustion engine can be directly transmitted to the drive wheels without the conversion of power and electric power, and power circulation can be avoided. Further, by appropriately setting the gear ratio of the third rotating element in the second planetary gear mechanism connected to the fixed end, it is possible to suppress fluctuations in the rotational speed of the internal combustion engine when shifting to the direct operation state. be able to. Thereby, the fall of the fuel consumption efficiency of an internal combustion engine can be suppressed. As a result, it is possible to suppress a decrease in power transmission efficiency due to power circulation while operating the internal combustion engine at a point with high fuel consumption efficiency. Further, it is possible to improve the fuel consumption efficiency and reduce the exhaust gas without requiring a complicated mechanism or control.
[0019]
The hybrid vehicle of the present invention having the above configuration can also take the following aspects. The power distribution unit may be a unit that mechanically directly connects the internal combustion engine and the drive wheels at a predetermined speed ratio by coupling all of the first to third coupling units. Thereby, the predetermined speed ratio is set in advance corresponding to the speed range where the power circulation occurs, so that the power of the internal combustion engine is directly transmitted to the drive wheels without the conversion between the power and the power, Power circulation can be avoided.
[0020]
Further, the connecting means including the non-connecting means may be a friction engagement mechanism that connects and disconnects by engaging and disengaging the friction materials. As a result, connection and disconnection in the connecting means can be performed without requiring a complicated configuration or control.
[0021]
Further, the first and second planetary gear mechanisms may be composed of a combination of rotating elements constituting one Ravigneaux type planetary gear mechanism. As a result, the power distribution means can be reduced in size. As a result, the weight of the hybrid vehicle can be reduced. This weight reduction leads to improvement of fuel consumption efficiency and reduction of exhaust gas.
[0022]
The Ravigneaux type planetary gear mechanism is configured by first and second sun gears, a carrier, and a ring gear, and the first planetary gear mechanism includes the first and second sun gears, the carrier, and the like. The second planetary gear mechanism is composed of the second sun gear, the carrier, and the ring gear, and the first rotating element in the first planetary gear mechanism is the carrier, The second rotating element in the first planetary gear mechanism is the first sun gear, the third rotating element in the first planetary gear mechanism is the second sun gear, and the first connection The means is a means realized by sharing the carrier in both planetary gear mechanisms, and the second connecting means is a means in which the second sun gear is shared in both planetary gear mechanisms. It is a means which is realized by, the third connection means is a means for connecting the fixed end and said ring gear, said non-coupling means may be provided in the third connection means.
[0023]
The first planetary gear mechanism includes a first sun gear, a first carrier, and a first ring gear, and the second planetary gear mechanism includes a second sun gear and a second sun gear. The first rotating element in the first planetary gear mechanism is the first carrier, and the second rotating element in the first planetary gear mechanism is constituted by a carrier and a second ring gear. The first sun gear, the third rotating element in the first planetary gear mechanism is the first ring gear, and the first connecting means includes the first ring gear and the second sun gear. The second connecting means is means for connecting the first carrier and the second carrier, and the third connecting means is fixed to the second ring gear. Means for connecting the ends, Serial unconsolidated means may provided in the second or third coupling means.
[0024]
The first planetary gear mechanism includes a first sun gear, a first carrier, and a first ring gear, and the second planetary gear mechanism includes a second sun gear and a second sun gear. The first rotating element in the first planetary gear mechanism is the first carrier, and the second rotating element in the first planetary gear mechanism is constituted by a carrier and a second ring gear. The first sun gear, the third rotating element in the first planetary gear mechanism is the first ring gear, and the first connecting means includes the first carrier and the second sun gear. The second connecting means is means for connecting the first sun gear and the second ring gear, and the third connecting means is fixed to the second carrier. Means to connect the end and the front Unconsolidated unit may provided in the second or third coupling means.
[0025]
The first planetary gear mechanism includes a first sun gear, a first carrier, and a first ring gear, and the second planetary gear mechanism includes a second sun gear and a second sun gear. The first rotating element in the first planetary gear mechanism is the first carrier, and the second rotating element in the first planetary gear mechanism is constituted by a carrier and a second ring gear. The first sun gear, the third rotating element in the first planetary gear mechanism is the first ring gear, and the first connecting means includes the first sun gear and the second sun gear. The second connecting means is means for connecting the first carrier and the second ring gear, and the third connecting means is fixed to the second carrier. Means to connect the end and the front Unconsolidated unit may provided in the second or third coupling means.
[0026]
The first planetary gear mechanism includes a first sun gear, a first carrier, and a first ring gear, and the second planetary gear mechanism includes a second sun gear and a second sun gear. The first rotating element in the first planetary gear mechanism is the first carrier, and the second rotating element in the first planetary gear mechanism is constituted by a carrier and a second ring gear. The first sun gear, the third rotating element in the first planetary gear mechanism is the first ring gear, and the first connecting means includes the first carrier and the second carrier. The second connecting means is means for connecting the first ring gear and the second ring gear, and the third connecting means is fixed to the second sun gear. Means for connecting the ends, Serial unconsolidated means may provided in the second or third coupling means.
[0027]
Moreover, you may provide the motor non-connecting means which disconnects and disconnects connection with the said 2nd motor generator and the said driving wheel. When the internal combustion engine and the drive wheels are mechanically directly connected, the rotation loss due to the second motor generator connected to the drive wheels becomes large. In this case, the rotation loss due to the second motor generator can be reduced by disconnecting the second motor generator and the drive wheels. As a result, energy efficiency in the hybrid vehicle can be improved. When the second motor generator and the drive wheel are not connected, the electric power required for the vehicle can be dealt with by regenerating the first motor generator. At this time, the internal combustion engine outputs power for the regenerated electric power.
[0028]
Further, target power setting means for setting the target power of the drive wheel by a combination of the target rotational speed and target torque, and the internal combustion engine at the rotational speed and torque set with priority on fuel consumption efficiency according to the target power. For internal combustion engine control means for operating the engine, connection control means for controlling connection and disconnection in the connection means provided with the non-connection means in accordance with the target power, and connection and disconnection control by the connection control means Accordingly, motor generator control means for controlling power running or regeneration by the first and second motor generators may be provided. Thus, the hybrid vehicle can be smoothly driven according to the driving state.
[0029]
The connection control means performs control to start and maintain the connection when the target power falls below the first predetermined power, and a second predetermined power that is greater than the first target power. It is good also as a means to perform control which starts and maintains non-connection when exceeding motive power. Thus, in order to avoid frequent switching between connection and non-connection, it is possible to give a certain hysteresis to the switching determination process.
[0030]
In addition, the motor generator control means rotates when the connection control means performs the control to start the connection when the rotation speed of the second rotating element in the first planetary gear mechanism starts the connection. It may be a means for controlling power running or regeneration by the first motor generator so as to be a number. As a result, when starting the directly connected operation state, it is possible to cope with suppressing fluctuations in the abrupt rotational speed and torque of the internal combustion engine, thereby suppressing vehicle vibration and noise. Further, it is possible to avoid a decrease in durability of the drive system due to an impact force caused by a sudden torque fluctuation.
[0031]
Further, the motor generator control means is means for controlling power running by the first and second motor generators according to the target power when the connection control means performs control to maintain the connection. It is also good. As a result, necessary power can be transmitted to the drive wheels while avoiding frequent switching between connection and non-connection. Further, the internal combustion engine can be operated at a point with good fuel consumption efficiency while avoiding frequent switching between connection and disconnection. At this time, the usage ratios of the first and second motor generators may be changed based on the heat generation state or the operation efficiency.
[0032]
Further, the motor generator control means is means for controlling the power running by the first motor generator so as to balance with the reaction force of the internal combustion engine when the connection control means performs control for starting the non-connection. Also good. As a result, when the direct-coupled operation state is terminated, it is possible to cope with the suppression of the rapid rotation speed and torque fluctuation of the internal combustion engine, and the vibration and noise of the vehicle can be suppressed. Further, it is possible to avoid a decrease in durability of the drive system due to an impact force caused by a sudden torque fluctuation.
[0033]
Further, the connecting means including the non-connecting means is connected to a regenerative state in which the first and second motor generators are regenerated, and the connecting means is disconnected and the internal combustion engine is stopped. Regeneration selection means for preferentially selecting the regenerative state regenerated by the second motor generator with priority on energy efficiency may be provided. In the connected state, since regeneration can be performed by both the first and second motor generators, a large amount of regeneration can be obtained. In the case of non-connection, the internal combustion engine can be stopped to reduce the pumping loss. Thereby, the energy efficiency in the hybrid vehicle can be improved when the hybrid vehicle is decelerated or braked. At this time, the usage ratios of the first and second motor generators may be changed based on the heat generation state or the operation efficiency.
[0034]
In order to solve the above-described problem, the hybrid vehicle according to the present invention distributes and transmits the power of the internal combustion engine to the drive wheels for driving the vehicle and the first or second motor generator, and A hybrid vehicle comprising power distribution means capable of transmitting power of the second or first motor generator driven by electric power regenerated by the first or second motor generator to the drive wheels, A Ravigneaux planetary gear mechanism constituted by first and second sun gears, a carrier, and a ring gear is provided in the power distribution means, the carrier is connected to the internal combustion engine, and the first sun gear is connected to the first sun gear. And the second sun gear is connected to the second motor generator and the drive wheel, and By connecting the fixed end and ring gear, characterized by comprising a stop means capable of restraining the rotation of the ring gear.
[0035]
According to such a hybrid vehicle, the stop means does not connect the ring gear and the fixed end, and in the state where the rotation of the ring gear is not stopped, the action of the Ravinio planetary gear mechanism is the same as that of a generally known hybrid vehicle. Power can be distributed. On the other hand, when the stop means connects the ring gear and the fixed end and the rotation of the ring gear is stopped, the internal combustion engine and the drive wheel are mechanically directly connected at a predetermined gear ratio. As a result, the power of the internal combustion engine can be directly transmitted to the drive wheels without the conversion of power and electric power, and power circulation can be avoided. Furthermore, by appropriately setting the gear ratio of the ring gear, it is possible to suppress fluctuations in the rotational speed of the internal combustion engine when shifting to the direct operation state. Thereby, the fall of the fuel consumption efficiency of an internal combustion engine can be suppressed. As a result, it is possible to suppress a decrease in power transmission efficiency due to power circulation while operating the internal combustion engine at a point with high fuel consumption efficiency. Further, it is possible to improve the fuel consumption efficiency and reduce the exhaust gas without requiring a complicated mechanism or control.
[0036]
DETAILED DESCRIPTION OF THE INVENTION
In order to further clarify the configuration and operation of the present invention described above, a hybrid vehicle to which the present invention is applied will be described in the following order.
table of contents
A. First embodiment
A- (1). Hardware configuration of power system of hybrid vehicle in first embodiment
A- (2). Hardware configuration of power distribution device 100 in the first embodiment
A- (3). Operation of hybrid vehicle in first embodiment
A- (4). Operation of the hybrid vehicle in the connected state in the first embodiment
A- (5). Operation control processing of hybrid vehicle in the first embodiment
B. Second embodiment
C. Third embodiment
D. Fourth to tenth embodiments
E. Other embodiments
[0037]
A. First embodiment:
A- (1). Hardware configuration of the power system of the hybrid vehicle in the first embodiment:
First, the configuration of the power system of the hybrid vehicle in the first embodiment of the present invention will be described. FIG. 1 is an explanatory diagram showing a schematic configuration of a power system of a hybrid vehicle which is an embodiment of the present invention. The power system of the hybrid vehicle includes a drive wheel 500 for driving the vehicle, an engine 200 as one of the power sources, motor generators 300 and 400 as power sources having different characteristics from the engine 200, and outputs of these power sources. A power distribution device 100 that can transmit power to the drive wheels 500, a power control unit 600 that performs various controls in the power system, and the like are provided. In addition, the power distribution device 100 is provided with a clutch 180 for mechanically directly connecting the engine 200 and the drive wheels 500.
[0038]
The engine 200 is an ordinary gasoline engine, and rotates a crankshaft 210 connected by explosive combustion of fuel. The operation of engine 200 is controlled by ECU 220 that is electrically connected. The ECU 220 is a one-chip microcomputer having a CPU, ROM, RAM, and the like inside. This CPU executes control of the fuel injection amount, ignition timing, and the like of the engine 200 according to a program recorded in the ROM. In order to enable these controls, the ECU 220 is electrically connected to various sensors that detect the operating state of the engine 200. One of them is a rotation speed sensor 211 that detects the rotation speed of the crankshaft 210. Other sensors and switches are not shown. ECU 220 is also electrically connected to power control unit 600 and exchanges various information with power control unit 600. ECU 220 receives input of various command values related to the operating state of engine 200 from power control unit 600 and controls engine 200. ECU 220 outputs information such as the rotational speed of engine 200 to power control unit 600.
[0039]
Motor generators 300 and 400 are AC synchronous motors and include motor shafts 310 and 410, respectively. Motor generators 300 and 400 are electrically connected to battery 330 via inverter 320. Inverter 320 includes drive circuits 321 and 322 for driving motor generators 300 and 400, respectively. The drive circuits 321 and 322 are transistor inverters provided with transistors as switching elements. The drive circuits 321 and 322 are also electrically connected to the power control unit 600. When the transistors of drive circuits 321 and 322 are switched by a control signal from power control unit 600, a current flows between battery 330 and motor generators 300 and 400. The motor generators 300 and 400 can operate as electric motors that rotate the motor shafts 310 and 410 by receiving power supplied from the battery 330 (hereinafter, this operation state is referred to as power running). On the other hand, when the motor shafts 310 and 410 are rotated by an external force, the motor shafts 310 and 410 can operate as a generator that generates an electromotive force and charges the battery 330 (hereinafter, this operation state is referred to as regeneration). The power control unit 600 adjusts switching of the transistors of the drive circuits 321 and 322 included in the inverter 320. Thus, the current flowing through the coils of motor generators 300 and 400 can be controlled to control the power (rotation speed × torque) output during powering and the regenerative power during regeneration.
[0040]
Drive wheel 500 is connected to output shaft 510 through differential gear 520. The power output from the output shaft 510 is transmitted to the drive wheels 500 via the differential gear 520. The drive wheels 500 are rotated by this power to run the vehicle.
[0041]
Similar to ECU 220, power control unit 600 is a one-chip microcomputer having a CPU, ROM, RAM, etc. therein. This CPU executes various control processes in the power system according to programs recorded in the ROM. In order to enable these controls, various sensors and switches are electrically connected to the power control unit 600. The sensors and switches connected to the power control unit 600 include an accelerator position sensor 610 for detecting the amount of operation of the accelerator pedal, a shift position sensor 620 for detecting the position of the shift lever, and the number of rotations of the output shaft 510. And a battery sensor 331 for detecting the charge / discharge state of the battery 330. In general, these sensors are configured to input a detection signal to the power control unit 600 via another control device such as the ECU 220. The power control unit 600 is also electrically connected to the clutch 180, and outputs a control signal to the clutch 180 based on the state of the power system detected from these sensors.
[0042]
A- (2). Hardware configuration of the power distribution device 100 in the first embodiment:
Next, the configuration of the power distribution device 100 in the first embodiment will be described. FIG. 2 is an explanatory diagram illustrating the configuration of the power distribution device 100 according to the first embodiment. The power distribution device 100 includes a Ravigneaux planetary gear mechanism 110. The Ravigneaux planetary gear mechanism 110 has sun gears 111s and 115s that rotate at the center, a pinion gear 112p that revolves while rotating around the sun gear 111s, a pinion gear that revolves around the sun gear 115s and rotates around the sun gear 115s. 116p, a carrier 113c that supports the pinion gears 112p and 116p, and a ring gear 118r that rotates on the outer periphery of the pinion gear 116p.
[0043]
The Ravigneaux type planetary gear mechanism 110 is a planetary gear mechanism having characteristics obtained by combining two planetary gear mechanisms. Of these two planetary gear mechanisms, the first planetary gear mechanism is composed of three rotating elements of sun gears 111s and 115s and a carrier 113c. The second planetary gear mechanism is composed of three rotating elements: a sun gear 115s, a carrier 113c, and a ring gear 118r. The relationship between the first and second planetary gear mechanisms is a relationship in which both the carrier 113c and the sun gear 115s are shared. This sharing can be seen as any two rotating elements in the second planetary gear mechanism and any two rotating elements in the first planetary gear mechanism being connected in a one-to-one relationship. it can. These correspond to the first and second connecting means.
[0044]
The carrier 113c is connected to the engine 200 via the crankshaft 210. The sun gear 111 s is connected to the motor generator 300 via the motor shaft 310. The sun gear 115s is connected to the motor generator 400 via the motor shaft 410, and is connected to the drive wheels 500 via the gears 512, 513, the output shaft 510, and the like.
[0045]
The clutch 180 is a friction engagement mechanism that performs connection and disconnection by engaging and disengaging friction materials. The clutch 180 operates as third connecting means for connecting the ring gear 118r and the fixed end by engaging the friction materials. The ring gear 118r and the fixed end may be connected by a mechanism that fixes the ring gear 118r with an electromagnetic lock. On the other hand, by disengaging the friction materials, the ring gear 118r and the fixed end are disconnected and operated as non-connecting means for disconnecting. When the clutch 180 connects the ring gear 118r and the fixed end (hereinafter referred to as a connected state), the ring gear 118r is prevented from rotating. On the other hand, when the clutch 180 disconnects the ring gear 118r and the fixed end (hereinafter referred to as a disconnected state), the ring gear 118r is rotatable. Switching between the connected state and the disconnected state is controlled by the power control unit 600.
[0046]
A- (3). Operation of the hybrid vehicle in the first embodiment:
Next, in order to describe the operation of the hybrid vehicle in the first embodiment, the operation of the Ravigneaux planetary gear mechanism 110 will be described first. The Ravigneaux type planetary gear mechanism 110 is well known in terms of mechanism that the following relationship is established for the rotational speeds of the rotating elements of the sun gear 111s, the carrier 113c, the sun gear 115s, and the ring gear 118r. That is, when the rotation speeds of two rotation elements among the four rotation elements are determined, the rotation speeds of the remaining two rotation elements are determined based on the following relational expression.
[0047]

[0048]
Here, Ns1 is the rotation speed of the sun gear 111s, Nc is the rotation speed of the carrier 113c, Ns2 is the rotation speed of the sun gear 115s, and Nr is the rotation speed of the ring gear 118r. ρ1 is a gear ratio between the sun gears 111s and 115s, and “ρ1 = the number of teeth of the sun gear 111s / the number of teeth of the sun gear 115s”. ρ2 is a gear ratio between the sun gear 115s and the ring gear 118r, and “ρ2 = the number of teeth of the sun gear 115s / the number of teeth of the ring gear 118r”.
[0049]
FIG. 3 is an explanatory view showing the rotation state of the Ravigneaux planetary gear mechanism 110. In FIG. 3, on the horizontal axis, coordinates corresponding to the sun gear 111s (denoted as S1), the ring gear 118r (denoted as R), the carrier 113c (denoted as C), and the sun gear 115s (denoted as S2) are taken in order from the left. . The distance between these coordinates is such that the distance between R-C and C-S2 is such that the distance between S1-C and the distance between C-S1 is (1 / ρ1): 1. The distance is set to have a relationship of ρ2: 1. The vertical axis represents the number of rotations of each rotating element at each coordinate. The rotational speed is positive in the direction in which the engine 200 rotates. When this rotation speed is negative, it represents a state in which the rotation element rotates in the reverse direction. Accordingly, FIG. 3 represents a collinear diagram of the Ravigneaux planetary gear mechanism 110. As is clear from the equation (2), the rotational speeds of the respective rotating elements are in a proportional relationship, and the rotational speeds of the respective elements are arranged on a straight line called an operation collinear on the alignment chart. Devices connected to the respective rotating elements are shown below these rotational speed axes. Motor generator 300 (denoted as MG1) is shown below the sun gear 111s axis, clutch 180 (denoted as CLT) is shown below the ring gear 118r axis, and engine 200 (denoted as ENG) is shown below the carrier 113c axis. Generator 400 (denoted as MG2) and output shaft 510 (denoted as OUT) are shown below the sun gear 115s shaft. In the following description, the gear ratio values of the gears 512 and 513 and the differential gear 520 are assumed to be 1 for ease of explanation. That is, the rotational speed and torque of drive wheel 500 are the same as the rotational speed and torque of sun gear 115s.
[0050]
The operation of the hybrid vehicle in the first embodiment will be described. First, among the operations of the hybrid vehicle, the operation of the hybrid vehicle in an unconnected state will be described. In this case, the ring gear 118r is disconnected from the fixed end by the clutch 180. Therefore, the ring gear 118r does not affect the rotation state of the other rotation elements, and the rotation speed Nr is determined according to the rotation state of the other rotation elements as is apparent from the equation (2). As a result, the hybrid vehicle in this state can perform an operation similar to that of a hybrid vehicle including one planetary gear mechanism as a generally known power distribution unit. That is, the hybrid vehicle in this state can perform the same operation as that of a general hybrid vehicle including one planetary gear mechanism including three rotating elements of the sun gears 111s and 115s and the carrier 113c as power distribution means.
[0051]
As a driving mode of this general operation, there are an EV (Electric Vehicle) traveling mode, an HV (Hybrid Vehicle) traveling mode, and the like. The EV travel mode is an operation mode in which the vehicle travels only with the power of the motor generator 400. The hybrid vehicle travels in the EV travel mode in a region where the fuel consumption efficiency of the engine 200 is low, such as low speed travel. The HV travel mode is an operation mode in which the vehicle travels with the power of engine 200 and motor generators 300 and 400. In the HV traveling mode, the power output from the engine 200 is distributed by the power distribution device 100. Part of the distributed power is mechanically transmitted directly to the drive wheels 500. The remaining power is transmitted to drive wheels 500 by motor generators 300 and 400 through conversion between power and electric power. As a result, the power of the engine 200 can be converted into the required rotation speed and torque and transmitted to the drive wheels 500. The ratio of these power transmission paths is determined such that the power control unit 600 controls the operating states of the engine 200 and the motor generators 300 and 400 so that the power transmission efficiency is increased.
[0052]
Next, the circulation operation state in which power circulation occurs in the HV traveling mode will be described. A straight line L1 in FIG. 3 is an operation collinear line showing the rotation state of the Ravigneaux planetary gear mechanism 110 in the circulation operation state. The rotational speeds of the rotating elements in this state are arranged on the operation collinear L1. At this time, the rotational speed of the engine 200, that is, the rotational speed of the carrier 113c is Ne1. In the HV traveling mode, as apparent from the rotational speed Ns1 of the equation (2), the rotation is performed so that the value of “((1 + ρ1) / ρ1) · Nc” becomes smaller than the value of “(1 / ρ1) · Ns2”. When the number Ns2 increases, the rotational speed Ns1 of the sun gear 111s becomes negative and rotates reversely. In other words, the motor generator 300 is powered in the reverse direction upon receiving the supply of electric power. The electric power consumed at that time is regenerated by the motor generator 400. In this case, since electric power is supplied from the motor generator 400 located on the downstream side to the motor generator 300 located on the upstream side, a circulation operation state in which power circulation occurs is brought about. At this time, the power transmission efficiency decreases due to power circulation.
[0053]
A- (4). Operation of the connected hybrid vehicle in the first embodiment:
Next, among the operations of the hybrid vehicle, the operation of the hybrid vehicle in the connected state will be described. In this case, the line L1 in FIG. 3 is connected to the fixed end by the clutch 180. Therefore, the ring gear 118r affects the rotation state of other rotating elements. In this case, “the rotational speed Nr of the ring gear 118r = 0”. Therefore, as is clear from Expression (2), the relationship between the rotation speed Nc of the carrier 113c and the rotation speed Ns2 of the sun gear 115s is expressed by the following Expression (3).
[0054]
Ns2 = ((1 + ρ2) / ρ2) · Nc (3)
[0055]
As is clear from the equation (3), the power output from the engine 200 is increased at a high gear ratio with a gear ratio of ((1 + ρ2) / ρ2) and directly output to the drive wheels 500 as mechanical power. . That is, power can be transmitted to the drive wheel 500 without going through conversion between power and power. Therefore, it is possible to suppress a reduction in power transmission efficiency due to power circulation. Hereinafter, the operation mode in this state is referred to as a direct running mode.
[0056]
A state in which the HV traveling mode in the above-described circulation operation state is shifted to the direct connection traveling mode will be described. A straight line L2 in FIG. 3 is an operation collinear line showing the rotational state of the Ravigneaux planetary gear mechanism 110 that has shifted to the direct connection mode. The rotational speeds of the rotating elements in this state are aligned on the operation collinear L2. At this time, the speed of the vehicle, that is, the rotational speed Ns2 of the sun gear 115s is constant and becomes "the rotational speed Nr = 0 of the ring gear 118r". The rotational speed of the engine 200 increases from Ne1 to Ne2. The engine speed Ne2 of the engine 200 is expressed by the following equation (4) by modifying the equation (3).
[0057]
Ne2 = (ρ2 / (1 + ρ2)) · Ns2 (4)
[0058]
Here, if the ring gear 118r is not restrained, but the sun gear 111s is restrained in the same manner as the conventional hybrid vehicle, the state is shifted from the HV traveling mode in the circulating operation state to the direct traveling mode. The rotational speed of the engine 200 will be described. A straight line L3 in FIG. 3 is an operation collinear line showing the rotational state of the Ravigneaux planetary gear mechanism 110 in a state where the sun gear 111s is stopped. The rotational speeds of the rotating elements in this state are arranged on the operation collinear L3. At this time, the rotation speed Ns2 of the sun gear 115s is constant and becomes "the rotation speed Ns1 = 0 of the sun gear 111s". The rotational speed of the engine 200 increases from Ne1 to Ne3. The rotational speed Ne3 of the engine 200 is expressed by the following equation (5) as is apparent from the equation (2).
[0059]

[0060]
The relationship between the rotational speeds Ne2 and Ne3 of the engine 200 will be described. From the relationship of the gear ratio in the Ravigneaux type planetary gear mechanism 110, it is clear that “(1 / ρ1)> ρ2”. Therefore, as is clear from the equations (4) and (5), “Ne2 <Ne3”. That is, the hybrid vehicle of the present embodiment can suppress an increase in the rotational speed of the engine 200 in the direct connection mode as compared with the conventional hybrid vehicle.
[0061]
FIG. 4 is an explanatory diagram showing the relationship between the operating point of the engine 200 and the fuel consumption efficiency in the hybrid vehicle of this embodiment. FIG. 4 shows the operating state of the engine 200 with the horizontal axis representing the rotational speed of the engine 200 and the vertical axis representing the torque of the engine 200. Curves α1 to α5 indicate operating points at which the fuel consumption efficiency of engine 200 is constant. The fuel consumption efficiency decreases in the order of α1 to α5. Curve D shows a fuel efficiency optimum line of engine 200 set in advance. A curve P indicates a curve in which the power output from the engine 200 is constant. In the state shown in FIG. 3 described above, the engine 200 is operated at the operating point on the curve P. In the state indicated by the operation collinear line L1 in FIG. 3, the vehicle is operated at the operation point D1 that is the rotational speed Ne1 and the torque Te1. In the state indicated by the operation collinear line L2 in FIG. 3, the vehicle is operated at the operation point D2 that is the rotational speed Ne2 and the torque Te2. In the state indicated by the operation collinear line L3 in FIG. 3, the vehicle is operated at the operation point D3 that is the rotational speed Ne3 and the torque Te3.
[0062]
In FIG. 3, when the rotational state shifts from the operation collinear L1 to the operation collinear L3, the operation point of the engine 200 shifts from the operation point D1 of FIG. 4 to the operation point D3. At this time, the driving point D3 greatly deviates from the fuel efficiency optimal line D and shifts from the region surrounded by the curve α1 with high fuel consumption efficiency to the region between the curves α2 and α3 with low fuel consumption efficiency. ing.
[0063]
On the other hand, when the rotational state shifts from the operation collinear L1 to the operation collinear L2 in FIG. 3, the operation point of the engine 200 shifts from the operation point D1 of FIG. 4 to the operation point D2. At this time, the driving point D2 moves within a region surrounded by the curve α1 having high fuel consumption efficiency without greatly deviating from the fuel efficiency optimum line D. That is, even if the HV traveling mode is shifted to the direct connection operation mode, the engine 200 can be operated at a point with high fuel consumption efficiency. If the amount of power stored in the battery 330 is decreasing at that time, the fuel consumption efficiency may be kept optimal by increasing the amount of power output from the engine 200.
[0064]
According to the hybrid vehicle of the present embodiment described above, in the state where the ring gear 118r and the fixed end are not connected by the clutch 180, the power is distributed in the same manner as the conventional hybrid vehicle by the action of the Ravigneaux type planetary gear mechanism 110. be able to. On the other hand, in a state where ring gear 118r and the fixed end are not connected by clutch 180, engine 200 and drive wheel 500 are mechanically directly connected at a high gear ratio of ((1 + ρ2) / ρ2). As a result, the power of the engine 200 can be directly transmitted to the drive wheels 500 without the conversion of power and electric power, and power circulation can be avoided. Furthermore, by appropriately setting the gear ratio of the ring gear 118r connected to the fixed end, fluctuations in the rotational speed of the engine 200 can be suppressed when shifting to the direct operation state. As a result, a decrease in fuel consumption efficiency of engine 200 can be suppressed. As a result, it is possible to suppress a reduction in power transmission efficiency due to power circulation while operating the engine 200 at a point with high fuel consumption efficiency. Further, it is possible to improve the fuel consumption efficiency and reduce the exhaust gas without requiring a complicated mechanism or control.
[0065]
Further, the ring gear 118r and the fixed end can be connected and disconnected with a single clutch 180 without requiring a complicated configuration or control. Since the Ravigneaux type planetary gear mechanism 110 is used, the power distribution means can be reduced in size. As a result, the weight of the hybrid vehicle can be reduced.
[0066]
A- (5). Operation control processing of the hybrid vehicle in the first embodiment:
Next, the driving control process of the hybrid vehicle in the first embodiment will be described. As described above, the hybrid vehicle of this embodiment can travel in various operation modes such as the EV travel mode, the HV travel mode, and the direct travel mode. The CPU built in the power control unit 600 determines an operation mode suitable for the traveling state of the vehicle, and controls the engine 200, the motor generators 300 and 400, and the clutch 180 for each mode. These controls are performed by periodically executing various control processing routines.
[0067]
A torque control process in the HV travel mode and the direct travel mode will be described as one of the operation control processes executed by the CPU built in the power control unit 600. FIG. 5 is a flowchart showing torque control processing of the power control unit 600. When starting the torque control process at a predetermined timing, the CPU of the power control unit 600 calculates the required power Pe to be output from the engine 200 (step S110). The required power Pe is a value obtained by summing the travel power Pd to be output to the drive wheels 500, the charge / discharge power Pb, and the auxiliary machine drive power Ph. The traveling power Pd is set based on the accelerator depression amount detected by the accelerator position sensor 610 and the vehicle speed. The charge / discharge power Pb takes a positive value when the battery 330 needs to be charged, and takes a negative value when discharged. The auxiliary machine drive power Ph is electric power required to drive an auxiliary machine such as an air conditioner.
[0068]
After calculating the required power Pe (step S110), the mode switching control process is started (step S120). In this process, when it is necessary to switch between the HV traveling mode and the direct-coupled traveling mode, the operation mode is switched. Details of this mode switching process will be described later. When the mode switching control process ends (step S120), it is determined whether or not the operation mode is the direct drive mode (step S130).
[0069]
When the operation mode is the direct drive mode (step S130), the target rotational speed and target torque of the engine 200 and the motor generators 300 and 400 in the direct drive mode are set (step S140). At this time, it is determined whether the engine 200 can output the required power Pe at a point with high fuel consumption efficiency. If the output can be made independently, the target rotational speed and target torque of engine 200 are set as the operating point. Motor generators 300 and 400 are set so that neither power running nor regeneration is performed. On the other hand, when the output cannot be performed independently, the target rotational speed and target torque of engine 200 are set to points with high fuel consumption efficiency. The target rotational speed and target torque of motor generators 300 and 400 are set so as to compensate for the power that is insufficient with the power of engine 200. Thus, necessary power can be transmitted to the drive wheel 500 while avoiding frequent switching between coupling and non-coupling by the clutch 180. Further, the engine 200 can be operated at a point with high fuel consumption efficiency while avoiding frequent switching between connection and disconnection. At this time, the usage ratios of the motor generators 300 and 400 may be changed based on the heat generation state or the operation efficiency.
[0070]
When the operation mode is not the direct travel mode, that is, when the operation mode is the HV travel mode (step S130), the target rotational speed and target torque of the engine 200 and the motor generators 300 and 400 in the HV travel mode are set (step S130). S150). In this case, the target rotational speed and target torque of engine 200 and motor generators 300 and 400 are set in the same manner as a generally known hybrid vehicle.
[0071]
After setting the target rotational speed and target torque (steps S140 and S150), the engine 200 and the motor generators 300 and 400 are controlled based on the set target rotational speed and target torque (step S160). The torque control process is terminated. By this torque control process, the hybrid vehicle can be smoothly driven according to the driving state.
[0072]
Next, in order to explain the details of the above-described mode switching control process (step S120 in FIG. 5), first, the proper use of the operation mode of the hybrid vehicle of this embodiment will be described. FIG. 6 is an explanatory diagram showing how the operation modes are properly used. In FIG. 6, the horizontal axis represents the vehicle speed of the hybrid vehicle, and the vertical axis represents the traveling torque of the hybrid vehicle. A curve LM in FIG. 6 indicates a travelable region where the hybrid vehicle can travel. That is, traveling can be performed at points in the area surrounded by the curve LM, the vertical axis, and the horizontal axis. A region EV in FIG. 6 indicates a region where the vehicle travels in the EV travel mode. This EV travel mode is used in a region where the vehicle speed and travel torque are relatively low. In the travelable area other than the area EV, the HV travel mode and the direct travel mode are used. A curve RL in FIG. 6 indicates a road load that assumes the case of steady running on a flat road. This road load RL is the sum of the air resistance and rolling resistance of the vehicle when traveling on a flat road. Note that the running resistance in actual running is a resistance obtained by adding resistance such as gradient resistance during slope running and acceleration resistance during acceleration / deceleration running to the road load RL.
[0073]
Mode switching from the HV travel mode to the direct travel mode will be described. A curve Lα in FIG. 6 indicates a load whose torque is higher by the torque α than the load load RL (hereinafter, this load is expressed as “RL + α”). The required power Pe calculated in the above-described torque control process (step S110 in FIG. 5) curves during the transition from the upper side to the lower side in FIG. 6, for example, when the required power Pe shifts from the point Pα1 to the point Pα2 in FIG. If power circulation occurs in the V travel mode when crossing Lα, the travel is switched to the efficient direct connection travel mode.
[0074]
Mode switching from the direct traveling mode to the HV traveling mode will be described. A curve Lβ in FIG. 6 indicates a load whose torque is higher by the torque β than the load load RL (hereinafter, this load is expressed as “RL + β”). The torque β is a torque larger than the torque α. The required power Pe calculated in the above-described torque control process (step S110 in FIG. 5) curves during the transition from the lower side to the upper side in FIG. 6, for example, when the required power Pe shifts from the point Pβ1 to the point Pβ2 in FIG. When crossing with Lβ, if in the direct-coupled travel mode, the travel is switched to the HV travel mode capable of outputting high torque.
[0075]
Next, details of the above-described mode switching control process (step S120 in FIG. 5) will be described. FIG. 7 is a flowchart showing the mode switching control process of the power control unit 600. When starting the process, the CPU of the power control unit 600 determines whether or not the operation mode is the direct drive mode (step S210).
[0076]
If it is determined that the mode is not the direct drive mode (step S210), it is determined whether or not it is a circulating operation state in which power circulation occurs (step S220). If it is not in the circulating operation state (step S220), it is not necessary to switch to the direct drive mode, and the mode switching control process is terminated. If it is in the circulating operation state (step S220), it is determined whether or not the required power Pe calculated in the torque control process described above (step S110 in FIG. 5) is less than “RL + α” (step S230). If the required power Pe does not fall below “RL + α” (step S230), the mode switching control process is terminated without switching the operation mode in order to maintain the HV traveling mode capable of outputting high torque. When the required power Pe is less than “RL + α” (step S230), a direct connection start control process is started to switch to an efficient direct connection travel mode (step S240).
[0077]
When the direct connection start control process is started (step S240), the power running by the motor generator 300 is controlled so that the rotation speed Ns1 of the sun gear 111s becomes the rotation speed when the connected state is started. The target rotational speed Nm1 of the motor generator 300 is expressed by the formula (6) by substituting “the rotational speed Nr = 0 of the ring gear 118r” into the formula (2).
[0078]

[0079]
After the rotation speed Ns1 of the sun gear 111s is set to the rotation speed Nm1 expressed by the equation (6), control for coupling the clutch 180 is performed. After the clutch 180 is brought into the connected state, the direct connection start control process is terminated. With this direct connection start control process, when the direct drive mode is started, it is possible to cope with suppressing fluctuations in the rapid rotation speed and torque of the engine 200, thereby suppressing vehicle vibration and noise. Further, it is possible to avoid a decrease in durability of the drive system due to an impact force caused by a sudden torque fluctuation. After the direct connection start control process is finished (step S240), the mode switching control process is finished.
[0080]
On the other hand, when it is determined that the travel mode is the direct drive mode (step S210), it is determined whether or not the required power Pe calculated in the torque control process (step S110 in FIG. 5) exceeds “RL + β”. (Step S250). If the required power Pe does not exceed “RL + β”, the mode switching control process is terminated without switching the operation mode in order to maintain an efficient direct-coupled travel mode. When the required power Pe exceeds “RL + β” (step S250), the direct connection release control process is started to switch to the HV travel mode capable of outputting high torque (step S260).
[0081]
When the direct coupling release control process is started (step S260), the power running by the motor generator 300 is controlled so as to balance the reaction force of the engine 200 when the disconnected state is started. After the torque of the motor generator 300 is balanced with the reaction force of the engine 200, control is performed to disengage the clutch 180. After the clutch 180 is brought into a non-engaged state, the direct connection release control process is terminated. With this direct connection release control process, when shifting from the direct connection travel mode to the HV travel mode, it is possible to cope with the suppression of a rapid rotational speed and torque fluctuation of the engine 200, and to suppress the vibration and noise of the vehicle. . Further, it is possible to avoid a decrease in durability of the drive system due to an impact force caused by a sudden torque fluctuation. After the direct connection release control process is terminated (step S260), the mode switching control process is terminated. By this mode switching control process, it is possible to give a certain hysteresis to the switching determination process in order to avoid frequent switching between coupling and non-coupling by the clutch 180.
[0082]
In the mode switching control process in the torque control process described above, the operation mode is switched during acceleration and steady running, but the mode may be switched during deceleration and braking. For example, the regeneration state in which the motor generators 300 and 400 are regenerated in the connected state and the regenerative state in which the engine 200 is stopped in the unconnected state and is regenerated by the motor generator 400 are selected with priority on energy efficiency. The operation mode may be switched. Thereby, the energy efficiency in the hybrid vehicle can be improved when the hybrid vehicle is decelerated or braked. At this time, the usage ratios of the motor generators 300 and 400 may be changed based on the heat generation state or the operation efficiency.
[0083]
According to the hybrid vehicle in the first embodiment described above, it is possible to suppress a reduction in power transmission efficiency due to power circulation while operating the engine 200 at a point with high fuel consumption efficiency. Therefore, resource saving and exhaust purification can be improved. In addition, since only the clutch 180 is controlled, the hybrid vehicle can be switched between a connected state and a non-connected state, so that the control configuration for this switching can be simplified.
[0084]
B. Second embodiment:
Next, a hybrid vehicle in the second embodiment will be described. This hybrid vehicle is different from the hybrid vehicle in the first embodiment only in the configuration of the power distribution device 100, and the others are the same. FIG. 8 is an explanatory diagram showing the configuration of the power distribution device 101 for the hybrid vehicle in the second embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 101 of the second embodiment shown in FIG. 8 is different from the power distribution device 100 of the first embodiment shown in FIG. 2 in that the motor generator 400 and the drive wheels 500 are connected between the motor generator 400 and the drive wheels 500. A clutch 181 is provided.
[0085]
The motor clutch 181 is a friction engagement mechanism that performs connection and disconnection by engaging and disengaging friction materials. The motor clutch 181 operates as a motor coupling unit that couples the motor generator 400 and the drive wheel 500 by engaging friction materials. On the other hand, by disengaging the friction materials, the motor generator 400 and the drive wheel 500 are disconnected from each other to operate as motor non-connection means for disconnection. In a state in which the motor clutch 181 connects the motor generator 400 and the drive wheels 500, power can be transmitted between the motor generator 400 and the drive wheels 500. On the other hand, in the state where motor clutch 181 disconnects motor generator 400 and drive wheel 500, power transmission between motor generator 400 and drive wheel 500 is interrupted. The power control unit 600 is also electrically connected to the motor clutch 181 and outputs a control signal to the clutch 180 based on the state of the power system detected from these sensors.
[0086]
The CPU built in the power control unit 600 controls connection and disconnection by the motor clutch 181 in the operation control process. During the acceleration or steady running, when the control for setting the connected state by the clutch 180 is performed, the motor clutch 181 is used to control the motor generator 400 and the drive wheel 500 to be disconnected. On the other hand, when control for disengaging the clutch 180 is performed, control for coupling the motor generator 400 and the drive wheels 500 is performed by the motor clutch 181. When motor generator 400 and drive wheel 500 are not connected, the power required for the vehicle can be dealt with by regenerating motor generator 300. At this time, the engine 200 outputs power for the regenerated electric power.
[0087]
According to the hybrid vehicle in the second embodiment described above, the same effects as in the first embodiment can be obtained, and the motor clutch 181 can be disconnected when accelerating in the direct drive mode or during steady driving. Thus, the rotation loss of the motor generator 400 can be reduced. As a result, energy efficiency in the hybrid vehicle can be improved.
[0088]
C. Third embodiment:
Next, a hybrid vehicle in the third embodiment will be described. This hybrid vehicle is different from the hybrid vehicle in the first embodiment only in the configuration of the power distribution device 100, and the others are the same. FIG. 9 is an explanatory diagram showing a configuration of a power distribution device 100A for a hybrid vehicle in the third embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100A of the third embodiment shown in FIG. 9 differs from the power distribution device 100 of the first embodiment shown in FIG. 2 in place of the Ravigneaux type planetary gear mechanism 110, and is replaced with a first planetary gear. A mechanism 110A and a second planetary gear mechanism 110B are provided. In addition, connecting means 182 and 183 for connecting the rotating elements of the planetary gear mechanism are provided.
[0089]
The first planetary gear mechanism includes a sun gear 111s that rotates at the center, a pinion gear 112p that revolves around the sun gear 111s, a carrier 113c that pivotally supports the pinion gear 112p, and a ring gear 114r that rotates on the outer periphery of the pinion gear 112p. Yes. The second planetary gear mechanism includes a sun gear 115s that rotates at the center, a pinion gear 116p that revolves around the sun gear 115s, a carrier 117c that pivotally supports the pinion gear 116p, and a ring gear 118r that rotates on the outer periphery of the pinion gear 116p. Yes.
[0090]
The connecting means 182 connects the carrier 113c and the carrier 117c. The connecting means 183 connects the ring gear 114r and the sun gear 115s. The carrier 113c is connected to the engine 200 via a crankshaft 210 or the like. The sun gear 111s is connected to the motor generator 300 via the motor shaft 310 or the like. The sun gear 115s is connected to the motor generator 400 via the connecting means 183, the motor shaft 410, and the like, and is connected to the drive wheel 500 via the gears 512, 513, the output shaft 510, and the like. The clutch 180 operates as third connecting means for connecting the ring gear 118r and the fixed end by engaging the friction materials. On the other hand, by disengaging the friction materials, the ring gear 118r and the fixed end are disconnected and operated as non-connecting means for disconnecting. As a result, the same effects as in the first embodiment can be obtained.
[0091]
D. Fourth to tenth embodiments:
Next, the hybrid vehicle in the fourth to tenth embodiments will be described. These hybrid vehicles differ from the hybrid vehicle in the third embodiment only in the portions where the clutch 180 and the connecting means 182 and 183 are provided, and the others are the same.
[0092]
First, a hybrid vehicle in the fourth embodiment will be described. FIG. 10 is an explanatory diagram showing a configuration of a power distribution apparatus 100B for a hybrid vehicle in the fourth embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100B of the fourth embodiment shown in FIG. 10 is different from the power distribution device 100A of the third embodiment shown in FIG. 9 in the portions where the clutch 180 and the connecting means 182 are provided. The connecting means 182 connects the ring gear 118r and the fixed end. The clutch 180 operates as a third connecting means for connecting the carrier 113c and the carrier 117c by engaging the friction materials. On the other hand, by disengaging the friction materials, the carrier 113c and the carrier 117c are disconnected from each other and operate as non-connecting means for disconnecting them. As a result, the same effects as in the first embodiment can be obtained.
[0093]
Next, a hybrid vehicle according to a fifth embodiment will be described. FIG. 11 is an explanatory diagram showing a configuration of a power distribution apparatus 100C for a hybrid vehicle in the fifth embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100C of the fifth embodiment shown in FIG. 11 is different from the power distribution device 100A of the third embodiment shown in FIG. 9 in the portions where the clutch 180 and the connecting means 182 and 183 are provided. The connecting means 182 connects the sun gear 111s and the ring gear 118r. The connecting means 183 connects the carrier 113c and the sun gear 115s. The clutch 180 operates as a third connecting means for connecting the carrier 117c and the fixed end by engaging the friction materials. On the other hand, by disengaging the friction materials, the connection between the carrier 117c and the fixed end is cut off to operate as non-connecting means for disconnecting. As a result, the same effects as in the first embodiment can be obtained.
[0094]
Next, a hybrid vehicle according to a sixth embodiment will be described. FIG. 12 is an explanatory diagram showing a configuration of a power distribution apparatus 100D for a hybrid vehicle in the sixth embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100D of the sixth embodiment shown in FIG. 12 is different from the power distribution device 100C of the fifth embodiment shown in FIG. 11 in the portion where the clutch 180 and the connecting means 182 are provided. The connecting means 182 connects the carrier 117c and the fixed end. The clutch 180 operates as a third coupling means for coupling the sun gear 111s and the ring gear 118r by engaging the friction materials. On the other hand, by disengaging the friction materials, the coupling between the sun gear 111s and the ring gear 118r is disconnected and operated as a non-coupling means for non-coupling. As a result, the same effects as in the first embodiment can be obtained.
[0095]
Next, a hybrid vehicle according to a seventh embodiment will be described. FIG. 13 is an explanatory diagram showing the configuration of the power distribution device 100E for the hybrid vehicle in the seventh embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100E of the seventh embodiment shown in FIG. 13 is different from the power distribution device 100A of the third embodiment shown in FIG. 9 in the portions where the clutch 180 and the connecting means 182 and 183 are provided. The connecting means 182 connects the sun gear 111s and the sun gear 115s. The connecting means 183 connects the carrier 113c and the ring gear 118r. The clutch 180 operates as a third connecting means for connecting the carrier 117c and the fixed end by engaging the friction materials. On the other hand, by disengaging the friction materials, the connection between the carrier 117c and the fixed end is cut off to operate as non-connecting means for disconnecting. As a result, the same effects as in the first embodiment can be obtained.
[0096]
Next, a hybrid vehicle according to an eighth embodiment will be described. FIG. 14 is an explanatory diagram showing the configuration of the power distribution device 100F for the hybrid vehicle in the eighth embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100F of the eighth embodiment shown in FIG. 14 is different from the power distribution device 100E of the seventh embodiment shown in FIG. 13 in the portions where the clutch 180 and the connecting means 183 are provided. The connecting means 183 connects the carrier 117c and the fixed end. The clutch 180 operates as a third coupling means for coupling the carrier 113c and the ring gear 118r by engaging the friction materials. On the other hand, by disengaging the friction materials, the carrier 113c and the ring gear 118r are disconnected from each other and operate as a disconnecting means for disconnecting. As a result, the same effects as in the first embodiment can be obtained.
[0097]
Next, a hybrid vehicle according to a ninth embodiment will be described. FIG. 15 is an explanatory view showing the configuration of a hybrid vehicle power distribution device 100G in the ninth embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100G of the ninth embodiment shown in FIG. 15 is different from the power distribution device 100A of the third embodiment shown in FIG. 9 in the portions where the clutch 180 and the connecting means 182 and 183 are provided. The connecting means 182 connects the carrier 113c and the carrier 117c. The connecting means 183 connects the ring gear 114r and the ring gear 118r. The clutch 180 operates as a third connecting means for connecting the sun gear 115s and the fixed end by engaging the friction materials. On the other hand, by disengaging the friction materials, the sun gear 115s and the fixed end are disconnected and operated as a non-connecting means for disconnecting. As a result, the same effects as in the first embodiment can be obtained.
[0098]
Next, a hybrid vehicle in a tenth embodiment will be described. FIG. 16 is an explanatory diagram showing the configuration of the power distribution device 100H for the hybrid vehicle in the tenth embodiment. The schematic configuration of the power system of this hybrid vehicle is as shown in FIG. The operation control processing of the power control unit 600 is the same as that of the first embodiment. The power distribution device 100H according to the tenth embodiment shown in FIG. 16 is different from the power distribution device 100G according to the ninth embodiment shown in FIG. 15 in the portions where the clutch 180 and the connecting means 183 are provided. The connecting means 183 connects the sun gear 115s and the fixed end. The clutch 180 operates as third coupling means for coupling the ring gear 114r and the ring gear 118r by engaging the friction materials. On the other hand, by disengaging the friction materials, the ring gear 114r and the ring gear 118r are disconnected from each other and operate as a non-connecting means for disconnecting them. As a result, the same effects as in the first embodiment can be obtained.
[0099]
E. Other embodiments:
As mentioned above, although embodiment of this invention was described, this invention is not limited to such embodiment at all, Of course, it can implement with various forms within the range which does not deviate from the meaning of this invention. is there. For example, in the hybrid vehicle of the present invention, a gasoline engine is used as the engine 200, but a diesel engine or other device serving as a power source may be used. Further, although AC synchronous motors are used as the motor generators 300 and 400, other AC motors and DC motors may be used. Further, although a CPU that incorporates various control processes in the power control unit 600 is realized by executing software, such control processes may be realized in hardware. In addition, the switching control between the connected state and the unconnected state is performed by the power control unit 600. However, the power control unit 600 may be configured to be able to select a manual switching mode or an automatic switching mode and a manual switching mode.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram showing a schematic configuration of a power system of a hybrid vehicle according to one embodiment of the present invention.
FIG. 2 is an explanatory diagram showing a configuration of a power distribution device 100 in the first embodiment.
FIG. 3 is an explanatory view showing a rotation state of a Ravigneaux planetary gear mechanism 110;
FIG. 4 is an explanatory diagram showing a relationship between an operation point of an engine 200 and fuel consumption efficiency in the hybrid vehicle of the present embodiment.
FIG. 5 is a flowchart showing torque control processing of the power control unit 600;
FIG. 6 is an explanatory diagram showing a state of proper use of operation modes.
7 is a flowchart showing a mode switching control process of the power control unit 600. FIG.
FIG. 8 is an explanatory diagram showing a configuration of a power distribution apparatus 101 for a hybrid vehicle in a second embodiment.
FIG. 9 is an explanatory diagram showing the configuration of a hybrid vehicle power distribution device 100A according to a third embodiment.
FIG. 10 is an explanatory diagram showing a configuration of a power distribution apparatus 100B for a hybrid vehicle in a fourth embodiment.
FIG. 11 is an explanatory diagram showing the configuration of a power distribution apparatus 100C for a hybrid vehicle in a fifth embodiment.
FIG. 12 is an explanatory diagram showing a configuration of a power distribution device 100D for a hybrid vehicle in a sixth embodiment.
FIG. 13 is an explanatory diagram showing a configuration of a power distribution apparatus 100E for a hybrid vehicle in a seventh embodiment.
FIG. 14 is an explanatory diagram showing a configuration of a power distribution apparatus 100F for a hybrid vehicle in an eighth embodiment.
FIG. 15 is an explanatory diagram showing a configuration of a power distribution apparatus 100G for a hybrid vehicle in a ninth embodiment.
FIG. 16 is an explanatory diagram showing a configuration of a power distribution device 100H for a hybrid vehicle in a tenth embodiment.
FIG. 17 is an explanatory diagram showing an example of a schematic configuration of a power transmission system in a conventional hybrid vehicle.
FIG. 18 is an explanatory diagram showing a rotation state of a planetary gear mechanism 911 in a conventional hybrid vehicle.
FIG. 19 is an explanatory diagram showing a relationship between an operating point of an internal combustion engine 920 and fuel consumption efficiency in a conventional hybrid vehicle.
[Explanation of symbols]
100, 100A-H, 101 ... power distribution device
110 ... Ravinio type planetary gear mechanism
110A ... 1st planetary gear mechanism
110B ... Second planetary gear mechanism
111s, 115s ... sun gear
112p, 116p ... pinion gear
113c, 117c ... Carrier
114r, 118r ... ring gear
180 ... clutch
181 ... Motor clutch
182, 183 ... connecting means
200 ... Engine
210 ... Crankshaft
211 ... Rotation speed sensor
220 ... ECU
300, 400 ... motor generator
310, 410 ... motor shaft
320 ... Inverter
321, 322... Drive circuit
330 ... Battery
331 ... Battery sensor
500 ... Drive wheel
510 ... Output shaft
511 ... Rotational speed sensor
512, 513 ... Gear
520 ... Differential gear
600 ... Power control unit
610 ... Accelerator position sensor
620: Shift position sensor
910 ... Power distribution means
911 ... Planetary gear mechanism
912s ... Sun gear
913p ... pinion gear
914c ... Career
915r ... Ring gear
918 ... Brake
920 ... Internal combustion engine
930, 940 ... Motor generator
950 ... Driving wheel

Claims (34)

The power of the internal combustion engine is distributed and transmitted to drive wheels for running the vehicle and the first or second motor generator, and is driven by the electric power regenerated by the first or second motor generator. A hybrid vehicle comprising power distribution means capable of transmitting the power of two or the first motor generator to the drive wheels,
First and second planetary gear mechanisms each constituted by three rotating elements are provided in the power distribution means,
A first rotating element in the first planetary gear mechanism is coupled to the internal combustion engine;
A second rotating element in the first planetary gear mechanism is coupled to the first motor generator;
The third rotating element in the first planetary gear mechanism is coupled to the second motor generator and the drive wheel,
First connection means for directly connecting the first rotating element in the second planetary gear mechanism and any one rotating element in the first planetary gear mechanism;
The second rotating element in the second planetary gear mechanism is directly connected to any one other rotating element different from the rotating element connected by the first connecting means in the first planetary gear mechanism. Second connecting means for connecting to
A third connecting element for connecting the third rotating element in the second planetary gear mechanism and the fixed end;
At least one of the first to third connection means includes a non-connection means for disconnecting and disconnecting the connection ;
The first rotating element in the first planetary gear mechanism is a carrier;
The hybrid vehicle in which the second rotating element in the first planetary gear mechanism is a sun gear . Before SL power distributing means, said by all connecting of the first to third connecting means, the hybrid vehicle according to claim 1 wherein the means for mechanically directly connected to the drive wheels and the internal combustion engine at a predetermined speed ratio .   The hybrid vehicle according to claim 1 or 2, wherein the connecting means including the non-connecting means is a friction engagement mechanism that connects and disconnects the friction materials by engaging and disengaging the friction materials.   4. The hybrid vehicle according to claim 1, wherein each of the first and second planetary gear mechanisms includes a combination of rotating elements constituting one Ravinio type planetary gear mechanism. 5. The hybrid vehicle according to claim 4,
The Ravigneaux type planetary gear mechanism is constituted by first and second sun gears, a carrier, and a ring gear,
The first planetary gear mechanism includes the first and second sun gears and the carrier.
The second planetary gear mechanism includes the second sun gear, the carrier, and the ring gear.
The first rotating element in the first planetary gear mechanism is the carrier;
The second rotating element in the first planetary gear mechanism is the first sun gear;
A third rotating element in the first planetary gear mechanism is the second sun gear;
The first connecting means is a means realized by sharing the carrier in both planetary gear mechanisms,
The second connecting means is a means realized by sharing the second sun gear in both planetary gear mechanisms,
The third connecting means is means for connecting the ring gear and a fixed end;
The non-connection means is a hybrid vehicle provided in the third connection means. A hybrid vehicle according to any one of claims 1 to 3,
The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
The second planetary gear mechanism is constituted by a second sun gear, a second carrier, and a second ring gear,
The first rotating element in the first planetary gear mechanism is the first carrier;
The second rotating element in the first planetary gear mechanism is the first sun gear;
A third rotating element in the first planetary gear mechanism is the first ring gear;
The first connecting means is means for connecting the first ring gear and the second sun gear;
The second connecting means is means for connecting the first carrier and the second carrier;
The third connecting means is means for connecting the second ring gear and a fixed end;
The non-connecting means is a hybrid vehicle provided in the second or third connecting means. A hybrid vehicle according to any one of claims 1 to 3,
The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
The second planetary gear mechanism is constituted by a second sun gear, a second carrier, and a second ring gear,
The first rotating element in the first planetary gear mechanism is the first carrier;
The second rotating element in the first planetary gear mechanism is the first sun gear;
A third rotating element in the first planetary gear mechanism is the first ring gear;
The first connecting means is means for connecting the first carrier and the second sun gear;
The second connecting means is means for connecting the first sun gear and the second ring gear;
The third connecting means is means for connecting the second carrier and a fixed end;
The non-connecting means is a hybrid vehicle provided in the second or third connecting means. A hybrid vehicle according to any one of claims 1 to 3,
The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
The second planetary gear mechanism is constituted by a second sun gear, a second carrier, and a second ring gear,
The first rotating element in the first planetary gear mechanism is the first carrier;
The second rotating element in the first planetary gear mechanism is the first sun gear;
A third rotating element in the first planetary gear mechanism is the first ring gear;
The first connecting means is means for connecting the first sun gear and the second sun gear;
The second connecting means is means for connecting the first carrier and the second ring gear;
The third connecting means is means for connecting the second carrier and a fixed end;
The non-connecting means is a hybrid vehicle provided in the second or third connecting means. A hybrid vehicle according to any one of claims 1 to 3,
The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
The second planetary gear mechanism is constituted by a second sun gear, a second carrier, and a second ring gear,
The first rotating element in the first planetary gear mechanism is the first carrier;
The second rotating element in the first planetary gear mechanism is the first sun gear;
A third rotating element in the first planetary gear mechanism is the first ring gear;
The first connecting means is means for connecting the first carrier and the second carrier;
The second connecting means is means for connecting the first ring gear and the second ring gear;
The third connecting means is means for connecting the second sun gear and a fixed end;
The non-connecting means is a hybrid vehicle provided in the second or third connecting means.   The hybrid vehicle according to any one of claims 1 to 9, further comprising motor non-coupling means for disconnecting and decoupling the second motor generator and the drive wheels. A hybrid vehicle according to any one of claims 1 to 10,
Target power setting means for setting the target power of the drive wheel by a combination of a target rotation speed and a target torque;
An internal combustion engine control means for operating the internal combustion engine at a rotational speed and a torque set with priority on fuel consumption efficiency according to the target power;
In accordance with the target power, connection control means for controlling connection and disconnection in the connection means provided with the non-connection means,
A hybrid vehicle comprising: motor generator control means for controlling power running or regeneration by the first and second motor generators according to connection and non-connection control by the connection control means. The hybrid vehicle according to claim 11,
The connection control means performs control to start and maintain the connection when the target power falls below the first predetermined power, and the second power is greater than the first target power. A hybrid vehicle that is a means of performing control to start and maintain disconnection when exceeding. A hybrid vehicle according to claim 11 or 12,
The motor generator control means is configured such that when the connection control means performs control for starting the connection, the rotation speed of the second rotating element in the first planetary gear mechanism is equal to the rotation speed when the connection is started. Thus, a hybrid vehicle which is means for controlling power running or regeneration by the first motor generator. A hybrid vehicle according to any one of claims 11 to 13,
The motor generator control means is means for controlling power running by the first and second motor generators according to the target power when the connection control means performs control to maintain the connection. Hybrid vehicle . A hybrid vehicle according to any one of claims 11 to 14,
The motor generator control means is means for controlling the power running by the first motor generator so as to balance with the reaction force of the internal combustion engine when the connection control means performs control for starting the non-connection. A hybrid vehicle according to any one of claims 1 to 15,
A regenerative state in which the connecting means having the non-connecting means is connected and regenerated by the first and second motor generators, a state in which the connecting means is disconnected and the internal combustion engine is stopped. A hybrid vehicle comprising regeneration selection means for preferentially selecting a regenerative state regenerated by the second motor generator in view of energy efficiency. The power of the internal combustion engine is distributed and transmitted to drive wheels for running the vehicle and the first or second motor generator, and is driven by the electric power regenerated by the first or second motor generator. A hybrid vehicle comprising power distribution means capable of transmitting the power of two or the first motor generator to the drive wheels,
A ravigneaux planetary gear mechanism composed of first and second sun gears, a carrier, and a ring gear is provided in the power distribution means;
Connecting the carrier to the internal combustion engine;
Connecting the first sun gear to the first motor generator;
The second sun gear is coupled to the second motor generator and the drive wheel,
A hybrid vehicle comprising a restraining means capable of restraining rotation of the ring gear by connecting the ring gear and a fixed end.   The power of the internal combustion engine is distributed and transmitted to drive wheels for running the vehicle and the first or second motor generator, and is driven by the electric power regenerated by the first or second motor generator. A power transmission device for a hybrid vehicle capable of transmitting the power of the second or first motor generator to the drive wheel,
  First and second planetary gear mechanisms each constituted by three rotating elements are provided in the power distribution means,
  A first rotating element in the first planetary gear mechanism is coupled to the internal combustion engine;
  A second rotating element in the first planetary gear mechanism is coupled to the first motor generator;
  The third rotating element in the first planetary gear mechanism is coupled to the second motor generator and the drive wheel,
  First connection means for directly connecting the first rotating element in the second planetary gear mechanism and any one rotating element in the first planetary gear mechanism;
  The second rotating element in the second planetary gear mechanism is directly connected to any one other rotating element different from the rotating element connected by the first connecting means in the first planetary gear mechanism. Second connecting means for connecting to
  A third connecting means for connecting the third rotating element and the fixed end of the second planetary gear mechanism;
  With
  At least one of the first to third connection means includes a non-connection means for disconnecting and disconnecting the connection;
  The first rotating element in the first planetary gear mechanism is a carrier;
  The second rotating element in the first planetary gear mechanism is a sun gear.
  Power transmission device.   19. The power transmission device according to claim 18, wherein the power distribution unit is a unit that mechanically directly connects the internal combustion engine and the drive wheels at a predetermined speed ratio by coupling all of the first to third coupling units. .   The power transmission device according to claim 18 or 19, wherein the coupling means including the non-coupling means is a friction engagement mechanism that performs coupling and non-coupling by engaging and non-engaging the friction materials.   21. The power transmission device according to claim 18, wherein the first and second planetary gear mechanisms are a combination of rotating elements constituting one Ravigneaux planetary gear mechanism.   The power transmission device according to claim 21, wherein
  The Ravigneaux type planetary gear mechanism is constituted by first and second sun gears, a carrier, and a ring gear,
  The first planetary gear mechanism includes the first and second sun gears and the carrier.
  The second planetary gear mechanism includes the second sun gear, the carrier, and the ring gear.
  The first rotating element in the first planetary gear mechanism is the carrier;
  The second rotating element in the first planetary gear mechanism is the first sun gear;
  A third rotating element in the first planetary gear mechanism is the second sun gear;
  The first connecting means is a means realized by sharing the carrier in both planetary gear mechanisms,
  The second connecting means is a means realized by sharing the second sun gear in both planetary gear mechanisms,
  The third connecting means is means for connecting the ring gear and a fixed end;
  The non-connecting means is provided in the third connecting means.
  Power transmission device.   The power transmission device according to any one of claims 18 to 20,
  The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
  The second planetary gear mechanism is constituted by a second sun gear, a second carrier, and a second ring gear,
  The first rotating element in the first planetary gear mechanism is the first carrier;
  The second rotating element in the first planetary gear mechanism is the first sun gear;
  A third rotating element in the first planetary gear mechanism is the first ring gear;
  The first connecting means is means for connecting the first ring gear and the second sun gear;
  The second connecting means is means for connecting the first carrier and the second carrier;
  The third connecting means is means for connecting the second ring gear and a fixed end;
  The non-connecting means is provided in the second or third connecting means.
  Power transmission device.   The power transmission device according to any one of claims 18 to 20,
  The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
  The second planetary gear mechanism is constituted by a second sun gear, a second carrier, and a second ring gear,
  The first rotating element in the first planetary gear mechanism is the first carrier;
  The second rotating element in the first planetary gear mechanism is the first sun gear;
  A third rotating element in the first planetary gear mechanism is the first ring gear;
  The first connecting means is means for connecting the first carrier and the second sun gear;
  The second connecting means is means for connecting the first sun gear and the second ring gear;
  The third connecting means is means for connecting the second carrier and a fixed end;
  The non-connecting means is provided in the second or third connecting means.
  Power transmission device.   The power transmission device according to any one of claims 18 to 20,
  The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
  The second planetary gear mechanism includes a second sun gear, a second carrier, and a second ring gear. And composed by
  The first rotating element in the first planetary gear mechanism is the first carrier;
  The second rotating element in the first planetary gear mechanism is the first sun gear;
  A third rotating element in the first planetary gear mechanism is the first ring gear;
  The first connecting means is means for connecting the first sun gear and the second sun gear;
  The second connecting means is means for connecting the first carrier and the second ring gear;
  The third connecting means is means for connecting the second carrier and a fixed end;
  The non-connecting means is provided in the second or third connecting means.
  Power transmission device.   The power transmission device according to any one of claims 18 to 20,
  The first planetary gear mechanism is constituted by a first sun gear, a first carrier, and a first ring gear,
  The second planetary gear mechanism is constituted by a second sun gear, a second carrier, and a second ring gear,
  The first rotating element in the first planetary gear mechanism is the first carrier;
  The second rotating element in the first planetary gear mechanism is the first sun gear;
  A third rotating element in the first planetary gear mechanism is the first ring gear;
  The first connecting means is means for connecting the first carrier and the second carrier;
  The second connecting means is means for connecting the first ring gear and the second ring gear;
  The third connecting means is means for connecting the second sun gear and a fixed end;
  The non-connecting means is provided in the second or third connecting means.
  Power transmission device.   27. The power transmission device according to claim 18, further comprising motor non-coupling means for disconnecting and decoupling the second motor generator from the drive wheel.   The power transmission device according to any one of claims 18 to 27,
  Target power setting means for setting the target power of the drive wheel by a combination of a target rotation speed and a target torque;
  An internal combustion engine control means for operating the internal combustion engine at a rotational speed and a torque set with priority on fuel consumption efficiency according to the target power;
  In accordance with the target power, connection control means for controlling connection and disconnection in the connection means provided with the non-connection means,
  Motor generator control means for controlling power running or regeneration by the first and second motor generators according to connection and non-connection control by the connection control means;
  Power transmission device with   The power transmission device according to claim 28, wherein
  The connection control means performs control to start and maintain the connection when the target power falls below the first predetermined power, and the second power is larger than the first target power. It is a means to control to start and maintain disconnection when exceeding
  Power transmission device.   A power transmission device according to claim 28 or 29,
  The motor generator control means is configured such that when the connection control means performs control for starting the connection, the rotation speed of the second rotating element in the first planetary gear mechanism is equal to the rotation speed when the connection is started. It is means for controlling power running or regeneration by the first motor generator
  Power transmission device.   The power transmission device according to any one of claims 28 to 30,
  The motor generator control means is means for controlling power running by the first and second motor generators according to the target power when the connection control means performs control to maintain the connection.
  Power transmission device.   A power transmission device according to any one of claims 28 to 31,
  The motor generator control means is means for controlling the power running by the first motor generator so as to balance with the reaction force of the internal combustion engine when the connection control means performs control for starting the non-connection.
  Power transmission device.   A power transmission device according to any one of claims 18 to 32, wherein
  A regenerative state in which the connecting means having the non-connecting means is connected and regenerated by the first and second motor generators, a state in which the connecting means is disconnected and the internal combustion engine is stopped. Regenerative selection means for preferentially selecting the regenerative state regenerated by the second motor generator with priority on energy efficiency is provided.
  Power transmission device.   The power of the internal combustion engine is distributed and transmitted to drive wheels for running the vehicle and the first or second motor generator, and is driven by the electric power regenerated by the first or second motor generator. A power transmission device for a hybrid vehicle capable of transmitting the power of the second or first motor generator to the drive wheel,
  A ravigneaux planetary gear mechanism composed of first and second sun gears, a carrier, and a ring gear is provided in the power distribution means;
  Connecting the carrier to the internal combustion engine;
  Connecting the first sun gear to the first motor generator;
  The second sun gear is coupled to the second motor generator and the drive wheel,
  A stop means that can stop the rotation of the ring gear by connecting the ring gear and a fixed end is provided.
  Power transmission device.

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